People &amp; cargo transit systems &amp; vehicles

ABSTRACT

People &amp; Cargo Transit Systems &amp; Vehicles (PCTSV), using Narrow Vehicles (NV), which can have the form of a Bus, Train, Tram, Maglev, Mono-Rail, even Car or Truck. A preferred version of which is Single Seat Wide, preferably a Bus type to need no Rail, using Dedicated Narrow Lanes adjacent to Curbside of existing intra-city streets or limits of inter-city roads. NV and Lane have Anti-Roll Over Means to stabilize such a narrow vehicle, which also eliminate NV Swaying even when NV is a Bus or Car with no inherent Sway Limiting. Being Ultra Narrow with No Sway and Running at Curbside results in Negligible or No Blocking of other vehicles by NV. Lane/Tack, Anti-Sway &amp; Anti-Roll Structures all Allow being Run Over by other Traffic and have structures not to be damaged, thus can be crossed over at Crossroads and other entrances and exits along the Lane. NV has enough Doors and is Narrow, hence each Passenger can reach a seat or exit, with No Isle inside it to walk along. So it can have Low Profile, like a Sports Car. Hence it is easy to have Covered Trenches at cross roads for non-stop crossing. Trenches can run along most or all the Track, in which case adherence to streets and roads is relieved. Such Narrow and Shallow Trenches take a tiny fraction of time and costs of Skyways or Subways. Each Passenger thus can have her own door, own seat, in a small Cabin, which can be opened and closed to next Cabin, have reclining seats to join to that of next Cabin to sleep on, have laptop tray, etc. All those make PCTSV much more appealing to user&#39;s, even better than private transport. There are many Variations other than above. There is an NV Car for the last mile and or long distance use, which can integrate with NV Public Transit. Also modifications to NVs for use in Cargo and Parcel Transit.

CROSS REFERENCE

This is a Continuation of U.S. application Ser. No. 13/001,419 filedDec. 24, 2010, being the National Phase of PCT/CA2009/000671 filed May22, 2009, which claimed the Priority of U.S. Patent Application Nos.61/075,348 filed Jun. 25, 2008 & 61/155,8541 filed Feb. 26, 2009,61/178,413 filed May 14, 2009

TECHNICAL FIELD

Is Vehicles & Systems for Private &/Public Transit of People & Goods

BACKGROUND

Narrow Vehicle, to be called NV & Narrow Transit System to be calledNTS, solve a number of problems with Buses, Tramways (Street Cars),Trains, Subways, Skyways (typically Monorail), MagLev, or otherConventional Public Vehicles, to be collectively called CPV, someproblems being:

1—Subways and Skyways take huge investment and decades forinfrastructure2—Skyways but can be an eyesore and reduce a city's homeliness3—Trams and Buses, are moderate in infrastructure costs & time, but areslow and slow other vehicles4—Numerous other problems with all Conventional Public Vehicles, makethem unappealing

If not for subsidized pricing and user's environmental concerns, CPT isinferior to Private Transport.

SUMMARY

The Application discloses a Narrow Vehicle (NV), preferably Single SeatWide, using Narrow Lanes and/or Tracks & Techniques for:

1—Minimizing Infrastructure Costs and Time, 2—Increasing NV Speed,

3—Reducing or Eliminating Blocking of other vehicles by NV,4—NV Stability, not to roll even when ultra narrow,5—NV adherence to a Lane and/or Track, with no or minimal Swaying,6—Operating NV in a Covered Trench, as one variation, especially at roadcrossings,7—Making NV and NTV much more appealing to user's, even better thanprivate transport,8—Variations and viable combinations and permutations of techniquesdisclosed, and or9—NVs and NTS can be modified for Cargo and Parcel Transit.

-   -   Most disclosed techniques can be applied in isolation and/or in        combination with other known or disclosed techniques and their        equivalents, and can be applied to current public and/or private        vehicles.    -   Preferred version of NV is a Bus, to need least infrastructure,        but can be a Street Car, Rail Car, etc.    -   NV can have One, but preferably many Seat Rows, each row        preferably a Single Seat but can have more.    -   NV can have one or more Decks. Accessing higher decks is        preferably via Station's higher decks.    -   A number of NVs can be sequenced lengthwise to form a NV Train        or NVT.    -   NTS has almost all advantages of both private and public Transit        plus numerous other advantages, almost none of their        disadvantages, with minimal infrastructure, time and cost.

Narrow Vehicle Example (One Best Mode):

-   -   looks like a bus and has tyres to use existing roads and no need        for tram tracks    -   is long (above ten seat rows), very narrow (below 70 cm wide)        and low height (below 150 cm high)    -   its length is divided into Articulating Segments attached        together at Joints to ease turning    -   runs in a narrow lane adjacent to the curb    -   uses a wireless Auto Steering Technology to stay within that        lane with little sway    -   uses Automatic Driving Technology to navigate the Narrow Transit        System (NTS)    -   which lane goes via covered trenches at crossroads and or turns        to avoid traffic lights & slow downs    -   is battery operated, with automatic battery changing at some        stops or depot    -   is automatically connectable to and detachable from front and or        rear to other NVs    -   hence can form a Narrow Vehicle Train (NVT) which can be made        longer and shorter by demand    -   each row has one seat, one exit door to the curbside of each        seat    -   exits are curb level for easy rolling in of wheelchair,        suitcase, etc    -   each seat is secluded from next seats, effectively in a private        cabin    -   a window between cabins, above the seat, can be blinded for        privacy and opened for company    -   cabins have a desk, power jack, internet connection, heat & cold        control, window blinds, etc    -   cabins can have elastic gym gear, rugged computer,    -   a programmable alarm wakes up each sleeping morning commuter at        her destination    -   cabins have luggage room under the seat, on a rack, on and under        the desk    -   seat, desk and rack are foldable, to make room for luggage,        bicycle or disabled chair    -   seats are reclining and or sliding to form a bed when combined        with the next seat    -   consecutive seats pivot at junction of their back & base or        otherwise can face one another    -   joining with next seat is only possible if ticket holders of        both seats agree    -   passengers can book adjacent cabins for children, sleeping or        luggage, via kiosks, cell, web, etc    -   a portable scooter can fit in the cabin and or a bicycle can fit        over the roof, for journey's last leg

Disclosure

Means, Techniques and System is described here. Later by Ref toDrawings.

Minimizing Infrastructure Time & Costs, by:

1—Using existing roads and infrastructure,2—No or minimal road surface structures, as shown here,3—Using a Covered Trench, instead of Subway Tunnels, preferably only asneeded,4—Simpler vehicles, as disclosed, and or5—Variations and viable combinations and permutations of disclosedtechniques

Increasing NV Speed, by:

1—Using a NV Lane and Ensuring that others do not unnecessarily use saidLane, if reduces NV speed, Preventing abuse suffered by conventional busand tram lanes is by a barrier along its boundaries. Boundary can bemarked “physically” by a wall, fence, ridge, bump, blocks, poles, cones,etc.

One version is Nails dug into the road with a hemisphere head protrudingabove road surface.

All can be made crossable, by being low profile and or discontinuouswith wide enough gaps to allow use of the lane by pedal and motorbicycles, loading and unloading by other vehicles, entry and exit of NV,etc.

2—Using a Covered Trench, disclosed separately, especially across roadcrossings, turns and other barriers, to avoid traffic light and slowdowns.3—Using a Skypipe or Skychannel, disclosed separately, especially acrossroad crossings, turns and other barriers, to avoid traffic light andslow downs.4—Reducing or Eliminating Blocking of Other Vehicles, to increaseoverall traffic flow, disclosed separately, Conventional buses and tramsand their lanes reduce traffic flow and indirectly their own speed.5—Variations and viable combinations and permutations of disclosedtechniques.

A Preferred Solution is 1 for most of the street, converting to 2 forwhere needed.

Reducing or Eliminating Blocking of Other Vehicles, by (SummerisedFirst, Elaborations Follow):

A—Reducing NV Width, hence a Narrow NV Lane and or Track,

B—Reducing or Eliminating NV Sway,

C—Using Trenchways, as disclosed separately,D—Running and/or Stopping the NV adjacent to Curb,E—Minimizing road obstruction at NV Turnings, and orF—Variations and viable combinations and permutations of disclosedtechniques.

Details of “Eliminating Blocking of Other Vehicles A to F”

A—Reducing NV Width, hence a Narrow NV Lane and or Track, by:1—Eliminating walkway Isle along NV Length by providing enough door(s),at NV's side(s), front, rear and/or even roof, on both or preferablycurbside, so that a small number of passengers use each door, PreferablyOne door per Seat Row or per two facing Seat Rows enables no increase inNV length,2—An alternative to numerous doors is large doors, each serving a numberof seat rows, Very large doors, such as one covering the entire side ofNV are possible, but may need to open sliding upwards, rather thansliding back & forth or swinging away or up wingwise,3—Using Widthwise Isle(s), which are “across” the width of NV (unlikeconventional lengthwise Isles), each Isle leading to a door serving anumber of passengers. This may add to NV length, but reduces doors.4—Reducing the number of Seats across the NV width, unlike CPVs withtypically four seats across, Single Seat Wide NV is Preferred. Such NVmay need Anti Roll Techniques, disclosed separately, and/or5—Variations and viable combinations and permutations of known and ordisclosed techniques.

A Preferred Solution is Single Seat Rows and One door per Row.

B—Reducing or Eliminating NV Sway (to mean lateral movement and or extralane width needed for lateral movement, not for tilting), hence ReducingNV Lane or track Width, by using:1—NV designed as a Train, Tram, Mono-Rail (Typically on Sky Rails),Magnetic Levitating Train (MagLev) and/or Regular Rails on which NV runsand operates,2—Driver trained to keep very close to the Curb with little Sway. Drivercan be preferably assisted by Lane Limit Lines, a Strip along said linethat creates a noise alarming the driver she is Swaying off the lane, aRidge along the Lane Limit, etc, all of which can be crossed over if NVneeds to go off Lane.3—A Ridge along the Lane Limit which is further than the Curb, having aside facing the Curb, preferably inclined and not vertical to the road,to resist NV tyres crossing over said surface, as going uphill. Asimilar structure can run adjacent to the Curb in opposite direction.Thus the cross section of NV Lane has a hill at the Ridge, a hill at theCurb and a flat valley between hills for Lane with. Ridges better be nottoo high, say below 10 cm, to allow determined crossing over, yet highenough to resist inadvertant violation.4—Guide Channels on the road surface along NV Lane, inside which anumber of NV Wheels run. Channel cross section should be preferablycircular or parabolic so that a wheel running inside it has a tendencyto run at its deepest center, and avoid friction against the Channelsides. Channels should be preferably close to the Curb and have a widthand/or depth that allows other vehicles crossing over them, especiallyat cross roads, property entrances, turns, etc. It is better that atleast two tyres, one close to the front and one close to the rear ofeach Un-Articulated Segment of NV to run in same Channel. One example istwo parallel Channels, in one the left side Wheels run and in the otherthe right side wheels. Another is one Channel, in which the wheelscloser to the Curb run, which wheels are either larger than the wheelsoutside the Channel or are held at the right distance from the base ofNV to keep NV level.5—Channel Roller(s), typically small wheels preferably with tyres, butnot for running the vehicle, running inside Guide Channels. Relevantissues disclosed for Guide Channels apply to Channel Rollers too.Channel Roller(s) should be held firmly inside the Guide Channel(s),using springs, hydrolics, magnets, etc, attached to NV. One way to dothis is to have three telescopic spring arms attached at differentpoints to the underside of NV, all joining at a Channel Roller, lookinglike an upside down tri-pod, one end of each pod attached to NVunderneath distant from other pods and the other end of all podsattached to the Roller, so that when NV distance from road surfacechanges, the springs adjust to keep the Roller inside the Channel, yetno lateral movement of NV is possible. A cable attached to the Roller,controlled by NV Driver, can pull the Roller up and out of the Channel,when necessary, say when NV should leave NV Lane to bypass a broken downNV blocking the lane. For Sway prevention, it is better that at leasttwo Rollers, one close to front, one close to rear of eachUn-Articulated Segment of NV to run in or on same Channel.6—Guide Pulley(s) rolling on Guide Rail(s). Pulleys typically look likesmall wheels without tyres, with a grooved rim which can roll over aRail without skidding off. Relevant considerations disclosed for GuideChannels and Channel Rollers apply to Guide Pulleys. Guide Rails neednot be strong or well supported for load bearing, and that NV itselfneed not run on them, but can run on asphalt, like a bus, yet have itsGuide Pulleys on the Guide Rail(s).

Guide Pulleys should be held firmly not to move off the Guide Rail(s),using springs, hydrolics, magnets, etc, attached to NV. One way to dothis is to have three telescopic spring arms attached at differentpoints to the underside of NV, all joining at a Guide Pulley, lookinglike a upside down tri-pod attached to the Pulley at its peak so thatwhen NV distance from road surface changes, the springs adjust to keepthe Pulley over the Guide Rail, yet no lateral movement of NV ispossible. A cable attached to the Pulley, controlled by NV Driver, canpull it up and out of the Channel, when necessary, say for NV to moveoff its lane when blocked. For Sway prevention, it is better that atleast two Pulleys, one close to the front and one close to the rear ofeach unarticulated Segment of NV to run in or on same Guide Rail.

7—Sonar, Optical, Radio Frequency and/or other Wireless Position Sensingto gauge distance to Curb, or other Road Marks, plus Automatic VehicleSteering (AVS), both known to the skilled to keep NV within a shortdistance from the Curb (A Preferred Solution).8—Anti Roll Techniques, disclosed separately, some also prevent Sway. APreferred solution.9—Variations and viable combinations and permutations of disclosedtechniques.

For example, NV can use a Guide Channel, except for cross roads where ituses Trenches.

There is no preset preferred one, as all depends on operatingenvironment.

C—Using Trenchways, as disclosed separately.D—Running and/or Stopping the NV adjacent to Curb, hence Eliminatingstoppage of other vehicles, unlike say Trams which often stop at themiddle of street for passenger pick up and drop off.E—Minimizing road obstruction at NV Turnings. Preferably, NV Lane/Trackis close to the Curb. Following techniques ensure least obstruction ofother vehicles at Turnings say for U-Turns or Crossroads:1—Minimize turnings by running each NV along almost straight streets asfar as possible, even if some passengers have to switch to another NVrunning along a crossing street.2—Maximize number of NV Articulating Segments, to reduce NV TurningCircle.3—Minimize NV Length. With Automatic Driver, replacing one long NV withmany Short NVs adds no cost.4—Sequence Shorter NVs into one NV Train, run by same driver, especiallyif manually driven.5—Curve street angles at crossroads and turns6—Place the Turning Curvature of NV Lane/Track mostly over the ReceivingRoad to which NV is turning right (for right side traffic law). Thismeans parts of the Curve are at a distance from Receiving Road Curb.Also Keep NV Lane on the Road from which NV Departs as far as possibleclose to Curb and not Curving. Receiving Road is slow anyway during NVand other vehicles turning right, so using much of the right half of itfor NV Turning Circle does not affect traffic speed much. But during NVturning, Departing Road needs to move as fast as possible, and betternot be blocked by any occupied turning circle.

This principle can be applied to left drive countries and other relevantcases, with obvious modifications.

7—If NV Lane is used by other vehicles, such as motorbikes or bicyclesor if NV otherwise slows traffic, its passenger Stops close to acrossroad better be before it reaches same crossroad, where it must stopanyway for traffic light or crossing vehicles, rather than after saidcrossing. Also stopping before, not after, reaching any T-Junction ispreferred.8—Using sub-surface Trenches or Skypipes to shortcut, curve and/or avoidacute turnings.9—Variations, combinations and permutations of disclosed techniques.F—Variations and viable combinations and permutations of disclosedtechniques.

NV Roll Over Prevention (Anti Roll Techniques), Using:

1—Any of Prior Art techniques. Numerous inventions deal with stabilityof very narrow vehicles. Many do not even require small tyres, lowseats, wide body or level road, yet can race off road with few rollovers, such as techniques in Off Road Vehicles. Some use Springs andHydrolics to balance the vehicle. Some use Gyroscopes, such as Segwaypersonal mover. Other techniques are used and known to the skilled.2—Choosing a proper NV width. NV does not have to be one seat wide. Atwo seats wide NV can be 120 cm wide, but if it has no Isles and noSway, its lane is about 120 cm, which provides good stability,especially when combined with other Anti Roll Techs, yet does not blockthe road, unlike 350 cm wide bus lanes.3—Low NV, with low center of gravity, by use of a combination of smalltyres, distribution of heavy components to vehicle bottom and corners,wheels at the extreme corners, very low seats, etc.4—A Train of Low Height Short (few seat rows) NVs, connected front toend, resists roll over, as at any time those NVs with tendency to rollare held by stable ones.5—Articulated NV, with Segments connected at Articulation Joint whichallows one Segment to tilt without transferring the tilt to the joinedSegment.6—Descending Seats, which rise for passenger to sit on them without thedifficulty of sitting on a low seat, but are gradually lowered once thepassenger is sat. Raising and lowering can be manual, electronic,hydrolic, by use of springs, etc and/or a combination thereof as knownto the skilled.

A low seat needs more leg room, hence a longer vehicle, but length isnot a problem for other vehicles.

7—Low Height NV: One main reason why conventional public vehicles aretall is their center walking Isle.

Eliminating the Isle, disclosed separately, can reduce NV height to asshort as sport or even racing car. Lowering NV, close to the Curb as ananti roll measure and for ease of passenger entry and exit, especiallywith luggage or wheelchair, reduces the height further. NV can beshorter than 150 cm, even 120 cm.

A short NV has many advantages, such as use of roof as a bicycle rackfor last leg of trip, not blocking the street view, less weight, lessfuel consumption, no movement of troublemakers across isles, etc.

8—I-Rail & Claw (A Preferred Solution)

I-Rail is a Rail with a cross section similar to capital letter “I”,similar to normal Rails, stretched on the road similar a Train Rail, butnot load bearing to need ties or other load bearing or levelingstructures.

A Claw or Hook is an Assembly of two Pulleys and two Rollers. ThePulley, looks like a railcar wheel or car wheel without rubber part oftyres, but preferably smaller. The Pulleys, roll along the top of theI-Rail, similar to train wheels on rail, and its grooved rim holds theI-Rail, ensuring that Claw does not move laterally or skid off theI-Rail. Two Pulleys on same I-Rail prevent up-down and sideways tiltingfriction with I-Rail.

The Rollers roll along the underside of the top of the I-Rail, each at adifferent side of the I-Rail. Hence the Claw holds the top T-sectionhalf of I-Rail and can move along the I-Rail. A Telescopic Arm connectsthe Claw to preferably the NV underside and closer to NV's curbside. TheI-Rail is stretched along the road close to the Curb. The Arm stretchesand contracts to conform to up and down movements of NV on uneven partsof the road. The Arm has limited stretch ensuring the left side of NV'sunderbody does not rise too much above road. A number of such Clawsalong the length of NV keeps NV's left side from tilting. Another I-Railis stretched parallel to the first I-Rail, but closer to the non-curbside of NV, on which a number of Claws ensure that non-curb side of NVdoes not tilt much either. Preferably, at least two Claws should beallocated to each side of each Articulating Segment of NV. If NV is aRailcar version, running on rails, the Rails can act as the I-Rail. Thusa very narrow NV, Railcar and or Train is prevented from rolling. ForBus type NV, the I-Rail is not load bearing and does not require ties ora load bearing foundation.

I-Rail should adhere strongly to the road not to be lifted under NVrolling pull. Rollers should be firmly fixed in the Claw to hold againstthe underside of the top T-section of I-Rail. Rollers can have cable,hydrolic or other gear to be released from the I-Rail when necessary, byNV manual or automatic Driver, say when NV needs to go off its lane ortrack to bypass a lane blockage.

There are many variations of above themes. One uses Rollers instead ofPulleys. To avoid Claw lateral movement, Rollers below the “head” of thetop T-section of the I-Beam roll at about 45 degrees to T base.

9—I-Railing—is an I-Rail resting on Poles (or on a wall). Pole bottomsare fixed to ground, their tops holding the I-Rail above ground like aFence Railing, preferably near the Curb. The Telescopic Arm ispreferably attached to NV side (rather than NV bottom), at a heightalmost the height of the Claw. The higher the Railing & Claws, theshorter the Arm, the less NV tilting, but less than half meter height issufficient. Better at least the T-Section half of “I” closer to NVshould be almost horizontal, (unlike vertical I-Rail). I-Railing,compared to I-Rail has no Rails above the road. Unlike two I-Rails, OneI-Railing suffices. At crossroads or property entrances, NV betterswitch to other techniques which more easily accommodate other vehiclescrossing over, or I-Railing can be removed, where blocking a road, by:

-   -   (a) lifting the I-Railing high enough to unblock the road when        necessary, lowering for NV    -   (b) pivoting at one end of the I-Railing, lifting the other end,        like railway bars    -   (c) dipping the I-Railing into the ground    -   (d) sliding the I-Railing along the length of same I-Railing to        open the blocking    -   (e) swiveling the I-Railing away from blocking the road, swivel        back for NV to pass    -   (f) reclining the I-Railing onto the ground and hiding it enough        for other vehicles pass over    -   (g) other known ways of removing a Railing to open the road and        moving back for NV crossing        10—Steel Strip & Magnets—A Strip of Steel (or other Material        attracted by magnets), on the road surface along NV Lane,        coupled with a Magnet attached to the underneath of NV, gliding        close to the Strip provides both Anti Rolling and some Anti        Sway, as the Magnet will resist any departure form the Strip.

The Magnet should be as close as possible to the Strip for moreattraction force. The Magnet better have Tiny Roller(s), underneath it,rolling on the road, but preferably on the Strip to prevent frictionwith the Strip. Anti Sway may be added to prevent Magnet from Swayingoff the Strip. The Magnet need not be permanent, but Electric. TiltSensors in the NV can sense any NV tilting, and activate the ElectroMagnet. The amount of electric power supplied can be adjusted toseverity of tilt. Also a number of Electro Magnets can be employed, asmany as necessary to be activated, as strongly as necessary, as detectedby Tilt Sensor and calculated by Control Software. Permanent Magnets canbe used for normal condition, supplemented by Electro Magnets whenneeded. In conjunction with other Anti Roll measures, use of Electricitywill be occasional and minimal. Two Strips are necessary, one holdingleft, the other right side of NV from lifting above the road. One majoradvantage of the Strip is that it can be low profile, for easiercrossing over by other vehicles.

11—Variations and viable combinations and or permutations of disclosedtechniques.

Cross Roads:

Where I-Rails, Guide Rails, Rails or the like, which rise above roadsurface, may need to be run over by other vehicles, such as Crossroads,Property Entrance, NV Turnings, and/or where NV lane needs to be used byother vehicles, say as a bicycle lane, following techniques can beapplied:

1—Making Rails or the like low rise for easier crossing over by othervehicles2—Making Rails or the like strong enough to withstand cross over forces3—Placing Rails or the like inside Road Channels, such that all or mostof their profile is below road surface. Road Channels should be wideenough to allow movement of Pulleys and Rollers that must move inside.4—Road Bump, with a cross section similar to a two right angledtriangles facing each other, embracing the Road Channel cross sectionbetween them. Road Channel cuts along the length of the Bump.

Such Bumps can be constructed using Wedge Blocks having a right angledtriangle cross section.

One surface of the Block resting on and touching the road surface,another surface facing the Guide or Rail almost perpendicular to theroad surface and a third slanted above the road surface. Hence the tworows of Blocks on both sides of the Rail create a road Bump, along whicha Road Channel runs, shielding the Rail.

5—Using Covered Sub-Surface Trenches at Crossroads and/or propertyentrances6—Using those of various techniques which can more easily accommodatebeing run over7—Slowing NV at crossroads not to require Rail type structures, linkingto Rails off crossroads8—Variations, combinations and permutations of disclosed techniques.

For example using Rails for most of the road but switching to MagneticAnti Roll at Crossroads.

Multiple NV Lanes/Tracks, Created by:

-   -   More than one NV Lane or Tracks running in the same and/or        different road directions    -   Lanes/Tracks running at the middle of the road and/or away from        the Curb    -   Lanes and/or Tracks running above one another. Each NV Track        height can be even below 120 cm.    -   Some Tracks can be sub-Surface, some at ground level, some above        ground.

Since NV can be narrow, low profile and light, sky tracks can be cheap,simple and thinly structured not to obstruct the view. First Lane can beground level, second at 130 cm, third at 260 cm and forth at 390 height,which is below a double decker bus.

NV Lane/Track Wall: separating it from other vehicular lanes is a goodidea, as it reduces the sway allowance for other vehicles, as driversobserve a narrower distance to a wall than to a moving NV, thus moreroad capacity. Wall better have gaps for pedestrian or other crossings.If the wall is less transparent, and blocks all of NV to other drivers,less sway room will be used by them. So Fences and Poles are lessrestrictive of street view, but cause more wasted sway room. Similarpoints is true for a Wall between NV Lane and Sidewalk, but advantage ismore Pedestrian Safety than Capacity.

Merging, Forking, Crossing & Overtaking Tracks:

Lanes can Merge and Fork just like ordinary lanes. Known techniques formerging and of forking Rails can be applied to Anti Roll and Anti SwayRidges, Rails, Tracks, Channels, etc, collectively called Guides.

Guides merge, fork and/or cross, having gaps at their Cross (X), whichgaps allow any Roller, Claw, etc, (collectively called Glider here),gliding in or on the Guide to go in either direction.

Automatic or manual Driver bears the NV towards chosen direction,causing the Glider to do the same. Another approach is to enable asection of the Guide at the Junction of Guides to have lateralmovements, to Switch from one Guide to another, effectively opening oneGuide and closing the other.

Switching is by motors at the Junction, controlled centrally or byapproaching NV, preferably wirelessly. Overtaking can be done via sideLane/Track or Vertically via Trenchways or Skychannel/Skypipe.Overtaking Tracks better be at NV Stops which can house them withoutinhibiting other traffic.

Driving NV Off Lane/Track, without Rolling Over, is Possible by:

NV being enabled to dislodge from Track and pass over any Lane/Trackbarriers, disclosed separately

-   -   Using Anti Roll Techniques that do not rely on Track, disclosed        separately    -   NV Wheels that protrude from NV, say along their axis to make a        wider NV, not to roll over    -   NV Extra Wheels that protrude off NV body when off NV Lane/Track    -   Support Rollers, each at the end of a Telescopic Arm that        protrude and roll on the road    -   Road Trucks that are summoned to attach to and hold NV from        rolling over    -   Carrier Truck that lifts NV and moves it between Tracks    -   Variations, permutations and or combinations of disclosed        techniques.

Other Vehicles' Parking & Sidewalk Access: NV Lane/Track can be regardedas the extension of the Sidewalk. Hence parking, loading and unloadingof other vehicles is doable along and besides NV Lane. Loading andunloading is difficult only if NV Track has Walls or Fences as Anti Swayor Anti Roll techniques, which can be substituted by no-wall versions.

Trenchways

In this version of the Invention, NV uses Trenches dug along roads,sidewalks and or off-road.

Trench width, need not be, but can be, no more than for a Single SeatWide NV to run inside it.

Trench height need not be much more than that of a Short NV for sittingonly passengers.

Thus even less than 70×150 cm Trench cross section is possible,especially for Low Seat NV.

Trench Bottom's Depth can be:

-   -   Enough to provide Anti Sway, Anti Roll and or Anti Friction for        NV, by Rollers on both sides of NV that roll on or close to the        side walls of the Trench, hence Trench depth need only cover the        lower part of NV,    -   Marginally more than NV height, where Trench Top is almost at        road surface, to be called Surface, Trench, especially where the        Trench must be Covered to allow use of surface above the Trench        or other vehicles to run over the Trench Cover at crossroads or        to free more of the road width for other vehicles.    -   Deeper underground, where necessary for short cuts, to avoid        underground structures, and or etc, Underground segments of        Trenches look like Pipelines,    -   Negative, becoming Skypipes or Skychannels, preferably where        necessary, or

Nill as in Corridors above ground, by erecting two parallel walls on theroad, between which NV runs.

Height of the walls should be enough to provide Anti Sway, Anti Roll forNV.

Rollers on both sides of NV that roll on or close to Trench wallsprevent NV Friction against the walls.

At crossroads, NV should switch to other techniques that allow crossingof other vehicles.

Alternatively Said walls can be removable, at least where they blocktraffic, by:

-   -   (a) lifting the walls enough to open for traffic when necessary,        lowering for NV    -   (b) pivoting one end of the wall, lifting the other end, like        railway bars    -   (c) dipping the wall into the ground    -   (d) sliding the wall along the length of same wall to open the        blocking section of the wall    -   (e) swiveling the wall from away from blocking the road, swivel        back for NV to pass    -   (f) reclining the wall onto the road and dipping it slightly        into the ground for vehicle passing    -   (g) other known ways of removing the walls to free traffic and        moving back for NV crossing

Trench cross sections can be rectangular, circular, oval etc, dependingon engineering and soil needs. Circular and oval Trench can withstandmore of ground pressure than rectangular for same wall thickness, butrequires more soil lifting in construction for the same NV size to runin it.

The longer each Un-Articulated Segment of NV, the wider the Trench needsto be at Turnings and Curves. Rollers at the sides of NV, preferablynear NV front, back and middle can prevent NV Sway, Tilting, Rolling andFriction with Trench walls, especially at Turnings and Curves.

Rollers can also be inserted along the Trench walls, as addition and/orsubstitute for NV Rollers

Trenches can be left open, be fenced or better Covered to prevent peopleor objects falling into them. Where other vehicles must run over theTrench, its Cover must withstand the load.

Cover can be and better be Removable at least in intermittent sections,to ease repairs and provide passenger escapes in case of breakdown, fireetc.

Trench Cover better be sealed or contoured to disallow rain or snow toenter.

NV Roof and Trench Cover can be both removable to allow passengerescape.

NV running inside the Trenchways can be Bus like with tyers rolling overthe Trench bottom.

NV can also be similar to a Tram, Train, Mono Rail, Levitating Rail,etc.

NV can surface at overground Stations or use Sub-Surface Stations.

Several Trenches can run side by side and over each other, even forkingand merging.

Trenchways need not run only along roads, but can criss cross the groundat many levels.

Track Switching Techniques can be used to direct a NV to the desiredTrench fork or merger.

A section of Trench can move laterally to disconnect from one fork andconnect to the other for Switching. Trenchways can be used for theentire public transit.

Preferred Version is that NV uses over ground systems, becomes SurfaceTrench at crossroads and where streets are so crowded that NV width,even if tiny, is a problem. Trench may go even deeper for shortcuts.

Also Skypipe or Skychannel version can be utilized where digging is notviable.

Trench construction costs and time are similar to sewage pipes,magnitudes less than Subways.

Covered Trench Lids: need not be along all trench length, but only whereneeded. Lids need not have hinges, but can be liftable, without hinges,manually or assisted, or even be cut to open.

Reducing Trench Air Resistance and drag: various known techniques can beused. One version:

-   -   allows air to bypass NV from one sides, two sides, top and/or        bottom of NV,    -   nose and body of NV is aerodynamically efficient,    -   bypassed air is directed to Trenchside channels, for less        friction with NV,    -   bypassed air is directed to the back of NV to provide push,    -   and/or a combination of known techniques are used.

Multi-Channel Trenches: In many circumstances, it saves time, diggingand costs if several Trenchway channels are conjoined. In particular,rather than two Trenches, one going say north, the other south on thesame road, making a Trench for two way traffic may be beneficial. If NVsrely on Trench walls for stability or anti roll, dividing walls betweenchannels may be needed, but such walls are internal and far cheaper thanexternal walls of a Trench that must resist pressure, water penetration,etc.

NV Train: NVs can be sequenced to make an NV Train. Attachments can bemechanical.

But a better way is Wireless NV Coordination, so that consecutive NVsrun as one NV Train.

Wireless vehicle sequencing is known to the skilled, using AutomaticDriving and Coordinating Software.

If the Lead NV is manually driven, others should have Automatic Drivers,at least to overrule any inconsistency their own driver, if manual, mayhave with the Lead NV.

Snow Removal

NV Lane/Track is preferably located close to the Curb, where snow isusually piled. Some solutions are:

-   -   Plowing the snow to the middle of the street and/or away from NV        Lane    -   Using Plow NVs to keep clearing NV Lane    -   Adding Plows in front of NV    -   Erecting permanent or temporary walls along the limits of NV        Lane    -   Using Anti Sway and/or Anti Roll techniques which have Walls or        Trenches

Channels or similar Lane/Track cavities can also be cleared of snow orother debris, by NV brush and/or Plows that run inside them.

Multiple Doors per Passenger Row: Wider and One Passenger Wide NV canhave more than one Door per Row, preferably one on each side, to speedsimultaneous boarding & unboarding, at suitable Stops.

Narrow Vehicle Power Supply: Preferably, each NV should have its ownpower, using fuel, fuel cell, battery or solar. NV is much lighter andaerodynamic than buses or trams of same capacity because it can have (a)no Isle, (b) far less height as one needs to walk inside it, (c) verynarrow width, requiring less elaborate springs, and (d) small wheels.

Unlike cars, it visits NTS Depots (Garages), where hydrogen and chargedbatteries can be supplied. Therefore many techniques not viable forheavy Buses and Trams can be used for NVs.

If grid power is preferred it can use Cables, used by Buses & Trams andPower Rails as done in Subways. However, Cables and Power Rails shouldbe protected from being under snow or flood by:

-   -   technique that inherently protect them such as Trenchways,        Corridors, etc    -   cable or power rail to be high enough above ground    -   snow and or flood to be removed and or blocked prior to covering        the cable or power rail

Also, a Shield should prevent inadvertant or even deliberate contactingof cable by humans.

NV Inductive Power Supply: A good way of using grid power is SealedElectric Coils (SEC) along NV lane, at Curbside or on the road. SEC arefed by the power grid. NVs have Coils (NVC) that get very close to SECsas NV runs or stops. SECs Induce power into NVCs, which is thenpreferably stored in NV Batteries. SECs better have sensors to switch onwhen an NVC is close by and switch off otherwise. SECs can and typicallyuse an electro magnetic wave frequency which is harmless to nearbyhumans.

If need be, a shield can prevent EMW from reaching humans. NV can have ashield on its body too.

Dynamic NV Scheduling: NVs are fast, automatically driven, centrallycontrolled, have own lane, dont interfere with other vehicles, manysmall NVs can be used instead of a large one, and can be added to andtaken from tracks. All that enables schedules that need not be static,but dynamically changing by demand and for efficiency. Frequent NVs canstop at each Station connecting to other stops, perhaps by changing toanother NV. Busier Routes can get more NVs, so that passengers do notencounter full NVs.

Automatic Driver: NVs run on well defined Lanes/Tracks. Therefore Sonar,Optical, Radio or other Sensors can be used to accurately measure NVdistance from physical, visual or electromagnetic Roadmarks laid alongNV Lane. Said or other Sensors can also calculate NV distance to otherNVs, vehicles, obstacles, etc. Video Cameras in front, side and rear ofNV can provide eyes for a Remote Manual Driver (RMD). Each RMD can drivemany NVs by using Auto Drive with manual interventions as needed. NVLocation can be transmitted wirelessly or by cable to a NV Auto Driver,RMD or Central Auto Driver. Said Drivers can receive relevant info fromother sources such as City Traffic Control, other NVs, GPS, etc. Evenwhen NV has to be driven off NV Lane/Track, say to avoid a blocked laneor to move to a different Lane, said info can be used to steer it.Having additional Roadmarks along other road lanes, road center, lampposts etc, helps better off track NV locating and steering.

Whether on or off NV Lane/Track, Sensors, using Roadmarks and or usualroad clues, can gauge distance between NV and other vehicles, curb, roadcenter, lane limits, obstacles, people, etc, and also the speed ofapproaching each. Automatic Steering, Braking, Speeding and Driving canthen use all to guide NV.

NV Stations should preferably:

-   -   be narrow, even one passenger wide, stretched along the Curb, to        be least obstructive    -   have a by-pass NV track/lane so that NVs need not stop behind        stopped ones    -   enable simultaneous stopping of more than one NV    -   have NV tracks above each other, if having them side by side        slows other vehicles    -   have seats with direct access to each NV door for minimal        passenger walk to door    -   have multiples of entrances, so that passengers need not walk        much along the station    -   have lockers for portable scooters for trip's last leg    -   have stand for bicycle, motorbike and or tiny cars (each some        50×100 cm of floor)    -   have lockable cubicles for safety against suspect strangers        while waiting    -   some cubicles and/or seats to have rugged computers for        ticketing, games, websurfing, TV, etc    -   some cubicles to have simple showers, as users bags can hold a        small towel and soap sachet    -   healthy food packs to buy, suitable for bag carrying and        consumption in NV

Above are easy steps that combined with other virtues of NV, enticepassengers to prefer NV to cars.

NV Examples

-   -   Two Seats Wide, relying on low center of gravity as anti roll        for city speeds. Uses sonar position sensing and automatic        steering to keep close to the curb, thus effect on other        vehicles is minimal similar to a bicycle track, unlike a bus        lane). Requires no infrastructure beyond existing roads. Its        Lane is usable by pedal and motor bikes. Has one slide up door        for all seat rows for fast loading.    -   Sides and dividing center of existing highways can be used as NV        Lane for city and inter city transit    -   A Monorail along the middle of highways can be used as NV Track        for city and inter city transit

A Preferred NV Version: Single Seat Wide NV, one door per seat, usingCovered Trench at road crossings, Curbside Track, Anti Sway Rail andAnti Roll Rail. Thus it can be less than 70 cm wide, run close to theCurb with little Sway, hence negligible effect on other vehicles, havefast passender pick up and drop off, avoids traffic lights, and run fastwithout rolling over. By comparison, buses and trams need a 350 cm widelane, block other vehicles, stop at traffic lights and have one or twodoors and take long for passenger pick up and drop off. Even a bicycletrack is wider than NV Lane, due to sway and rider's spread legs.

Explanations: Following Further Explain Some Aspects of NV & TransitSystem:

-   -   Scooters can be deposited by passengers in boxes or slots placed        in the station/stop, or suspended from bars or poles, preferably        chained.    -   There need not be pre positioned Stops, as the NV can stop        anywhere, once NV Driver sees a passenger.    -   For automatic driver NVs, a passenger should be equipped by a        wireless signaling device, provided when the passenger buys a        ticket or is registered.    -   In some circumstances, NV can drive slowly so that passengers        can jump on and off.    -   Seats are not a must. Our references to Seats is a preferred        version. NV can have Standing Passengers.    -   NV width to be one or more seats can mean one or more persons        wide, either facing NV front or side.    -   Many of the ideas detailed can be applied to Magnetic Levetating        Trains (MagLevs) and/or Monorails.    -   There are a number of Anti Roll Techniques along the lines        described. One group is based within the NV. Another relies on        the track/lane. Within the latter, one theme is that a mechanism        grabs/holds/hooks/latches/liens/ . . . into/onto the Lane/Track        and/or a Rail/Wall or the like along the track/lane, which means        must enable forking, merging, cross road traffic and/or use a        alternative for cross roads.    -   Anti-Roll Hooks are another variation. Rollers Hooking to the        underside of a Rail is one type. Part of the Rail's underside is        raised above the road surface to enable said Rollers to Hook to        said raised underside. Ditto for Roller Hooks hooking to        I-Railings.    -   Rails should have protective means, such as being solid and        strong and/or having ramps along their sides, to enable and        withstand being run over by crossing vehicles.    -   I-Rail Claw can have fewer Rollers and/or Pullies than described        which caters to many technical issues.    -   Even though Anti-Roll I-Rail better have two Rails, one to keep        the left side of NV and the other for the right side, it is        possible to use just one I-Rail, holding bottom middle        underneath the NV (between the left and right tires) to the        I-Rail.    -   I-Railings has typically one Railing, but can have two.    -   There are also many variations of Anti Sway. For example,        Rollers attached to NV, rolling on the vertical sides of the        described Ridge(s) can help a smooth NV Ride, preventing        Micro-Swaying.    -   Techniques introduced can be applied to non city transit, say        for campus, resort, industrial plant etc.    -   One Lane, Track, Trench or Skypipe can be designed to fit many        parallel NVs along part or all of its route, even running in        opposite directions.    -   Propelling means can be incorporated into the Route (Track,        Lane, Trench, Skypipe, Monorail, etc.) rather than on the NV.        For example Conveyors or Rollers attached to the Route which        move a NV to the next Roller(s), Maglev, etc can all serve as        moving means.    -   References to Left or Right in the Description depend largely on        system being left or right hand drive, if the observer is in or        off the NV and which direction she is looking. So the actual        meaning should be derived from overall content and words Right        or Left and Errors are not supposed to limit or invalidate a        described technique. Typically the observer is a passenger in        the NV, facing NV's forward moving direction, in Right Hand        Drive system.    -   NV Lane and Track are used interchangeably. Sometimes Trench and        Skypipe, even conventional Rail, Monorail, Maglev or the like        are also used. Route is sometimes used to encompass all. The        meaning is clear from content.    -   Whenever NV height is used, it means its tallness, not at which        height it is driving, unless otherwise clear. Low Height or Low        Profile is used instead of “short” to avoid confusion with “the        opposite long”.    -   We have suggested using Rollers to prevent friction in many        situations, including I-Rails and Trenchways. Said Rollers need        not actually roll, but stand ready to roll instead of allowing        friction. Say in I-Rails, the Rollers under the top of the Rail        can be a few mm apart for the Rail without rolling, yet once the        NV is tilted, they come in contact with the Rail to prevent NV        Roll over, and roll to prevent friction.    -   There can be many variations to I-Rail and I-Railing themes. The        idea is to have a Rail type structure fixed to the road, means        for holding the NV to said structure to prevent Roll Over as the        NV is moving, which Rail structure should not prevent other        vehicles crossing or running over them, via a variety of means,        such as being dipped below road surface into a channel, being        hidden behind or between ramps, over which ramps other vehicles        can run without damaging the Rail, being lifted, dug, retracted,        swiveled, or otherwise removed from the path of other vehicles        and then returned to use for NV.    -   Techniques required to make or use a part of the Invention if        not elaborated are known to the skilled.    -   An alternative to the Steal Strip stretched on the road as part        of an anti-roll techniques is steal or other magnetically        attractive particles adhered over the road or embedded into the        surface asphalt, concrete etc.    -   Lane or track switching can be done Magnetically, using magnets        close to switching points to pull and/or push the NV to the        desired track, lane or direction.    -   In many cases, such as Anti-Roll I-Rails, I Railings, Trench and        Trench worthy NV, we have suggested using Rollers to prevent        friction of a moving part against a Rail, Trench wall, etc.        Magnetic repultion can also be used, which magnets need not be        active all the time but activated by sensors warning of        friction.    -   One can reduce NV profile even further than the sitting as in        sports car of about 120 cm, to less than 70 cm, by having the        passengers lie down inside a fully reclined seat. They could        rest, sleep, read, watch TV, use a suited computer, etc. This        can reduce or eliminate need for Anti Roll Techniques, and        enable less intrusive Skypipes or cheaper Trenches.    -   NV Skypipes or NVs running on Skylanes can have low profiles,        even with the NV in or on them. Therefore running them on the        sides of buildings, especially between the top of the windows of        one floor and the bottom of windows on the higher floor, does        not obstruct windows. Such narrow structures can often be        supported by said buildings, without the need for ground based        support pillars. They can have stops at higher levels, say at an        office tower's third floor, or descend to ground for        loading/onloading. They can run between adjacent buildings or        across roads, straight (or arched for better support) without        being much of an eyesore. While a conventional fly over for a        bus or train is ugly and seriously obstructive to view, a narrow        and low profile pipe does not, and can even be decorated or be a        decorative structure. Historical cities have many arches        crossing over their lanes and streets, adding to their        aesthetics.    -   NV Train, composed of a sequence of NVs attached mechanically or        better just running in tandem using coordinated automatic        drivers need not remain assembled for the length of a route.        Some NVs in the sequence can be switched to different lane,        usually at a Stop or Station, even not stopping at such        stop/station. Then NVs remaining on each track/lane or lane can        resequence/reassemble to form new NV trains. This is easier with        NVs that are connected wirelessly, but any mechanical        connections should be enabled to disconnect from and reconnect        to a next NV, upon signals from manual or auto drivers.    -   NVs locations within the network can be easily known to a        computer. Sensors can detect which seats or cabins are empty, on        which NV (of a sequence of NVs forming an NV Train). Thus a Stop        can show waiting passengers via a screen or passengers own        computers where to wait in line for quicker boarding.    -   One approach is that a tiny light is lit, on a railing or        ceiling besides and along the lane/track, such that when the        next NV or NV Train stops, a person close to a lit light will be        closest to an empty seat.    -   There are a number of techniques to establish the location of        each NV. One is RFID Tags & RFID Readers along the network. GPS        is another. Other types of sensors along each track can be        employed.    -   One location to run NV Lanes or Tracks is along the line between        car lanes. This enables reducing the width of each car lane, as        cars are not running aside other cars, thus need narrower lanes        to avoid collision with a car running to their side. Stops can        be allocated between same car lanes, or NV can use a spur line,        preferably Trench or Skylane not to obstruct the car lane, to        stop at a sidewalk or other stop.    -   One way of reducing air resistance for NV moving inside a Trench        is letting the air escape the Trench. Trench can be without a        Lid or Lid can be perforated. To avoid rain and snow enter yet        allowing the air exit the Trench, one technique is the Lid to be        solid (not perforated), vents are placed along the joint between        Trench wall and the Lid. The Lid is curved, slanted and/or        contoured to run water off itself and into a channel or duct        running along the Trench, below the Lid, and lead to the water        disposal or sewage system.    -   Destination Grouping: Screens in a Stop can advise waiting        passengers which section of NV to board, depending on their        destination, so that some sections (equivalent to a train wagon)        will become empty at a later stop and decommissioned or taken        out of NV Train, as disclosed before.    -   NV Track/Lane Width: is what determines intrusion into other        vehicles path. So a very narrow vehicle with wide sway can be        more intrusive than a wider vehicle with limited sway.    -   Some Locations for NV Lanes/Tracks: There are many locations,        apart from described ones, such as besides or on top of the        crash bars in the middle of &/the extreme limits of streets,        roads, highways.

Prior Art Deficiencies:

Every prior art lacks a number of key elements listed under “Some of NV& System's Advantages” and “PPT Features Table”. Deficiencies of priorart are much more profound when multiple elements missing. It is easy tocheck all the deficiencies of any prior art against said advantages andfeatures. Hence the purpose of NV & System is to have a Transit Systemwith most of the advantages of both Private and Public Systems, few ifany of their disadvantages, plus more.

Some Ticketing Techniques:

-   -   Ticketing: Controlling passenger payment can be done in the Stop        and or NV Cabin.    -   In Stop Control requires tickets to enter and or exit the        Boarding Halls of the Stop. Sidewalk Stops need be blocked also        at their road side where NV stops, when no NV at the Stop, to be        opened only when a NV stops there, and only to the extent needed        for boarding and unboarding.    -   Cabin Entry Control requires Cabin door to open by        scanning/reading a ticket. This can lengthen boarding time,        especially if a number of passengers are using same Cabin or        Entrance.    -   In Cabin Control: is preferred. Each passenger enters or shows        her ticket to ticket reader/scanner, keys in her ticket code,        scans her fingerprint, palm, iris, face, etc. Software can        detect if they have paid.    -   Camera Control: One technique that can be used In Cabin uses        Cameras that scan faces and using current Face Recognition        Technologies, to count the number who are in each Cabin and        calculate how many in each Cabin have not paid. Then the system        can alert the security at the next stop to deal with unpaid        passengers. Cameras can also take Face Recognition Data (FRD),        typically a number of points on ones face and distance between        them, say distance between centers of eyes, of all in the Cabin        passengers, check with FRD of those who have paid, recorded at        Payment Point of, or at point of checking in, and find out FRD        of those who have not paid, for remedial action, such as        black-listing until they pay for use and a penalty for adding to        control and collection costs.

Said Payment Point can include a Passenger's Computer or Cell Phone,using its Camera to transmit FRD to Transit Ticketing.

Said techniques can be modified for Controls at Stop Entry, at NVBoarding and or Exit too.

If Exit or Distance on the NV is to be checked for payment, similarcontrols may be applied at Destination.

NV Rail Rattle Reduction

NVs, Trains, etc. running on Rails typically rattle when running overthe Gap between two Rail Beams. Some attempts have been made to seal ornarrow said Gap needed to absorb Beam expansion due to heat.Conventional Gaps are perpendicular to the Beam and have a length equalto Beam width.

The wheel runs on the Beam, then reaches the end of a Beam abutting theGap, dips into the Gap, hits an end of the next Beam abutting same Gap,which cause rattles as the wheel runs over and across a Gap. Oursolution is that each Gap has an angle with the Beam and hence is muchlonger than the Beam width. Thus a wheel running over the Gap will neverdip into the Gap to make noise. The wheel is constantly supported byBeams on either side of the Gap, never dips into the Gap.

(Personal)) NV Car

One major problem with public transit is that people dislike walking tothe station, especially in bad weather, with luggage, in a rush and orfor daily commute. This application introduces a Car which is also anNV, hence can join NV Routes (Lane, Track, Trench, Skypipe, Rail,Monorail, Maglev, etc), so can be used as a Car, especially locally andor from Origin say home to NV Route and then off NV to Destination, saywork. We have already mentioned that NV can:

-   -   have as few as one Rows of Passengers    -   use NV based, Anti-Roll Techniques, independent of NV Track/Lane        (can move off Lane/Track)    -   have and typically has road worthy Tires    -   merge to and fork off the Lane/Track    -   have its own power and propelling means    -   use power provided by the Lane/Track, such as Induction

So a properly equipped NV can be a Car too, but with many advantages,due to petit size, non driving (on Lane/Track) mode and environmentalsavings.

A one passenger wide & long NV, or single Cabin NV, can be less than 60cm wide×90 cm long×150 cm tall, and be driven into a home (no need forgarage), elevator, office, shop, theater, etc. Even buses, trains andplanes can be modified to receive them. So larger cars simply deprivethe user of end to end transit and necessitate walking to/from parking.A two seat long NV with reclining seats can be used by one passenger tosleep in, while on Track not driving. A two person wide NV, can benarrower than 100 cm, stable, yet narrow enough for NV advantages. A 2wide×2 long NV carries a family. With reclining seats enables two tosleep in. A three seat long NV houses a couple and a child or a sittingand a sleeping passenger. A 2×3 carries a group or can be a pick uptruck.

Sleeping capacity enables one to drive from home onto a normal road,join a NV Lane/Track intra city, then join a conventional or NVintercity transport, use the NV as a Car, Office, even Bed indestination City, and be back. Sleeping capacity and wireless computerprovide for home and work space for a person or couple. So one NV Carcan be a Car, Office, Temporary Home/Bed, etc. Parking and Shower can befound in community centers and terminals, and can be offered by gasstations, malls, campsites, etc.

A Trailer can fit a toilet, shower as sat on toilet, mini-oven,mini-fridge and more, all within a NV size.

When off NV Lane/Track, NV Car can use Anti-Roll means which increaseits width beyond that of Lane/Track, to enable higher speeds. One suchmeans is one or more Anti Roll Arms, pivotably attached to NV sides atArm's base, with a Roller at the other end of the Arm. Said Arm pivotsto place the Roller a distant from NV, rolling on or just above ground.Thus too much tilting of NV is prevented. Pivoting said Arm to and awayfrom NV can be automatic or manual (preferably operated from inside theNV).

NV Car can Join NV Lane/Track, in or out of the NV Stop, using mergingand forking techniques described. It can also drive from a NV StopPlatform onto a Carrier NV, if NV Car length is short enough. If NV caris too long for said purpose, Platform should provide for maneuvering NVCar onto it.

A preferred way for NV Car to move from a Platform onto a Carrier NV isfor NV Car to have wheels that turn to right angle, enabling sidewaysmoving.

NV Car should have Steering Means for off Track driving. A preferredversion is a Steering Handle, instead of Steering Wheel, to be lessobstructive, fits in any location inside NV, does not increase NVlength, does not use up (fold up) desk room in front of the driver, whois a passenger when NV is on Track.

NV Car should have breaks and be otherwise road worthy, but need not betoo elaborate, as driving only short local distances can be at lowspeed, requiring less roll over and crash protection.

If Track is a Railway NV Car should be suitably equipped. It should haveWheels in addition to Tires. Said wheels should retract when off Rail,not to damage the road. A Preferred solution is a Tire Wheelcombination. Each tire has a rubber section for the road and a metalsection for Rail. Preferably, rubber section is in two parts sandwichingthe metal wheel.

NV Car better have Fender, preferably rubber like, to smooth hitting thefront and/or rear NV Car, while on Track/Lane, if the automatic drivingdoes not function properly. NV Car can have Pedal or Manual PropellerMeans, that may be sufficient for local driving. NV Cars can be parkedin a number of depots to be used by any subscriber, then left at a depotfor others.

Many methods of ticketing can be employed to charge the passengers.Electronic tickets, such as RFID or other tags, read magnetically,optically or otherwise, can be used to enter and or exit a Station andor an NV. Thus the distance and class of trip is calculated and chargedto prepaid ticket, card or account.

NV Car Add-Ons:

NV Car designed for the last leg of Transit can be very limited in fuelcapacity, engine power, safety features, etc., as for high speeds andlong distances, it can rely on Lane/Track for power (s.a. inductionpower source), propelling (s.a. being on another NV Flatbed), anti-roll(s.a. I-Rail) and safety (s.a. Auto driver preventing crash with frontor rear NV and/or Track & Lane preventing contact with other roadvehicles).

To use NV Car as an independent automobile, for long distances offLane/Track, one solution is to provide it with more fuel, power andsafety features. Such features add to weight, consumption and cost, evenon Lane/Track.

A Preferred solution is to use add-on capabilities, some being:

-   -   Add-on Fuel, being battery, petrol, diesel, LPG, liquid,        hydrogen, etc, depending on engine type, even compressed air or        nitrogen to be heated to release energy. Cartridge(s) are        preferred.    -   Add-on Engine, which is liftable by a person or equipped with        rollers, to get close to and attached to preferrably front or        rear of NV Car. It can be small enough for a small lady to        handle. Power transmission from add-on Engine to NV Car can be        by gears or other means. One Preferred option is that the NV Car        is equipped with hydrolic mobility, so that the engine causes        oil pressure in a tank, which pressure is transmitted        hydraulically to wheels. In such case, add-on engine need only        be connected to NV Car via a hydraulic hose to add to        compression capacity.    -   Add-on Anti-Roll mechanisms, such as Anti-Roll Wings, attached        to NV Car, having Rollers at their unattached end and rolling on        or just above road surface, to prevent NV Car tilting. Said Wing        Rollers can be manually or automatically kept close or away from        NV Car Body, depending on speed and road conditions. A        controller can detect speed and relevant road variables and        adjust the Wings, widest for better anti-roll protection,        narrowest to allow the NV Car to fit in small spaces, for        parking or for maneuvering between vehicles, like a bike.    -   Add-on Upset Protection Bars, to protect passengers in case NV        Car turns upside down.    -   Add-on Collision Fenders, attached to NV Car's front and/or        rear. Preferred is Elastomer Fenders.    -   Also Air Bag Fenders that inflate upon detecting pending        collision by radar, sonar, laser, etc.    -   Ditto, add-on NV Car Sides Fenders.    -   Add-on Passenger Air Bags, inside NV Car, for front, side, rear        and/or upset protection.    -   Add-on Passenger Room, towed to NV Car rear. Front stowage is        possible if passenger seat is low enough not to inhibit driver's        view. Even side seats are possible, as in motor cycle side cars.    -   Add-on Trailer, which is mechanically attached to NV Car.    -   Add-on, Cable or Wireless Trailer. It has its own propelling        means, but its Auto Driver is controlled by the NV Car to follow        the same path as NV Car, with a short, fixed or variable        distance.

Each of above can be one or more, say more than one add-on Engine, sayone for each tyre. A number of above can be combined into one add-onunit. In particular, Fuel, Engine, Anti-Roll Wings and Fenders can allbe combined.

Said add-ons should be designed for easy attaching to and detaching fromNV Car.

They better have rubber or other paddings at points of attachment toreduce noise, vibration and wear. Add-ons can be carried by NV Car, usedwhen needed. Say add-on Engine can be turned on and off.

The overall idea is a Modular, Integrable and Disintegrable TransportVehicle.

Techniques to make said add-ons and their attachments to NV car known tothe Skilled.

Improvements to NV Car: Any number of following will provide betterutility for NV Car. They can be applied to other vehicles too.Techniques for implementing them are known to the skilled.

-   -   A Steering Handle that can be on Driver's side or front, instead        of steering wheels which are awkwardly placed, takes much room,        inhibits driver movement, entry and exit, dangerous in a crash,        etc.    -   A preferably thin small electronic control board, which can be        placed anywhere, even movably, instead of a Dashboard.    -   Windshield to be retractable or removable, so that Driver's face        is open to the outside.    -   Even the top of NV Car to tilt open or be removable, for an Open        Top NV Car.    -   Transparent Laptop Desk in front of Driver that when tilted up        for stowage does not block side view.    -   Many components inside NV Car to be placed behind or to the        sides of Driver to clear the front.    -   Even the rearmost Seat to be Reclinable for sleeping, even if        sticking out of NV Car when reclined.    -   An Acardeon or similar Extension to NV Car's Roof, can cover the        reclined rearmost seat.    -   A front panel added to the Seat, which is vertical between the        NV Car floor and the edge of the Seat, but tilts to become        horizontal and fixed to hold a persons lower legs in sleeping        position.

Such an NV Car, especially the one seater version, can be used at homeas a chair, say in open top mode, have a laptop tray, move from room toroom to kitchen, turn into a bed, move to the street for local transit,enter a restaurant, even to a table and used as ones chair, no need topark outside, use Public NV Lane/Track, move onto a NV Rail/Bus flat bedor bus or even a suitably designed larger car, enter elevators, offices,be used as an office cubicle, drive on sidewalks at low speed, be parkedin very small spots, etc.

NV Car Nose &/Tail Door(s)

To enable a entry to NV Car from Nose, a number of following can bedone, most suggested already.

-   -   using a handle by Driver's side for steering    -   placing most of instruments and other gadgets traditionally        positioned in front of the front seat(s), away from the        dashboard position, say on the floor (especially for brakes) or        on poles and/or pods with their base supported by NV Car floor,        sides, etc, which poles/pads hold the instrument panel and/or        other gadgets, etc on their top (non-base end), preferably        capable of being pushed aside    -   laptop tray to be stowable away, say fold up or down to NV Car        side    -   no dashboard in the conventional sense

Thus NV Car can have an entry at its Front/Nose.

Ditto for a Tail Entrance. Rear seat(s) back can be attached to and movewith Tail Door to open entry. Said Back (Support) can also be foldeddown, towards the roof, to the side, etc, to allow entry.

To open, Nose or Tail doors can use any of lift, swing, slide up, slideaside or other mechanisms.

One advantage is parking in very tight spots.

NV Car—Air Vents

To help NV Car be simpler and narrower, one technique is to install AirVents, rather than side window pull up and down which is complicated andwidens the car. Thus side doors and windows can be very thin. Vents canbe installed in front of NV Car, on roof, on side doors, preferablybelow side window, at rear etc. Air Vents can be designed with controlsfor air amount, (even more than a window), noise and direction, saytowards a persons body or feet, and away from any unwilling person. Saidfeatures are all lacking in conventional pull down windows. Even sidewindows that tilt open lack many of said features.

Air Vents can be used in other vehicles too. Conventional dashboardairvents are too small, not controllable by rear passengers, only let inhot air if the heater is on, hence no substitute for a window.

NV Car Lanes/Tracks: NV Car need not have multiple stops for loading andunloading. So its Lane/Track's preferred location is not necessarilyadjacent to the Curb. Other good locations are between road lanes, alsoserving as a barrier between lanes. Said barrier can be crossed byNon-NV Cars, to change lane. NV Car can move onto the CurbsideLane/Track, then unattach itself and move onto a road lane, thenreattach itself to an NV Lane/Track laid between said lane and anadjacent lane, and so on as it speeds up, do the reverse as it speedsdown to stop.

NV Car Elaborations:

-   -   NV Car Concept—General Applications: Most techniques and        concepts are applicable to most vehicles.    -   NV &/NV Car: are used interchangeably in many instances. The        related sentences either apply to both or is the meaning is        clear from the context. In fact NV Car is an NV anyway.    -   Tall NV Car: can be made for stanging passenger(s) and driver,        for short distance use, say until it hops unto another carrier,        so that more of them fit in elevators, homes, offices, buses,        trams, etc.    -   NV Car formations: NV Cars can run in sequence, or side by side        or both, say 2×3, to simulate a group or family drive.        Synchronized Auto Drive can be used.    -   Eliminating NV Differential: One method of reducing NV height is        to use power transmission systems that do not rely on        Differential, such as electric cars which have a motor for a        number of wheels, etc. Most components can be slimmed, but        conventional differentials need a vertical flywheel.    -   NV Underside Rollers: Low Road Clearance is one tool for a Low        Height NV. This may cause NV underside to be caught over road        bumps or when NV wheels dip into a road cavity. One solution is        to distribute Rollers across NV Underside, in critical        positions, say ahead of lower parts and or important parts.        Underside Rollers are idle, not connected to transmission,        preferably rubber rimmed and preferably connected to the        underside via a short Spring. NV Underside should have        structural design and strength to support each Roller, assuming        that over a bumper, much, perhaps all of NV weight will be on        one or few Rollers, for example, beams across NV width &/length        of NV underside, along which Rollers are installed. Techniques        disclosed here can be used to make other Low Profile Vehicles,        such as Low Height Cars, Vans, Pick-Ups, Buses, Trucks, Tams,        Trains, etc. Pallets, Containers and other items carried by them        should also be low profile.    -   Safety Flag: A low profile NV Car may be less visible to other        vehicles posing a risk. Raising a visible flag above it,        preferably on a flexible and or telescopic or otherwise mast        with controllable length, will substantially increase        visibility, yet fit in low profile locations, such as inside a        carrier or a shallow covered Trench when joining a Public NTVS.    -   NV Car carried by NV Train/Bus: The Flatbed(s) of NV Bus/Train        that are too narrow to carry NV Cars parked on them sideways can        use Swivel Trays, which are positioned on the Flatbed sideways        (Trays length is perpendicular to Flatbed's length). NV Car        drives headways form a Stop platform onto a Tray Tray & Car        lengths are in same direction), then the Tray is swiveled        manually or automatically to have its length in same direction        as Flatbed direction), thus a long NV Car can be parked        lengthwise on a Flatbed, so that the NV Bus/Train to which the        Flatbed is attached can be overall narrow and can run through        narrow tracks and Trenches. There is no need for said Trays if        all riding NV Cars have side drive wheels to drive sideways and        park on the Flatbed facing parallel to its length.    -   Low Profile Large Wheel Vehicles: It is not necessary to rely on        small wheels to reduce vehicle height. Chasie can be lowered as        necessary, even if the wheels, even differential is large, as        known to skilled.    -   Racing Car Height NV & Car: Can be less much than 120 cm tall,        but long enough for a tall Driver/Passenger, enabling sleeping        half stretched, even without reclining the seat, laptop working,        very low profile Trenches, almost the size of sewage pipes, and        pipelike Skylines which can cross or arch ornamentally between        buildings and across streets, without blocking the view.    -   NVRoof Door: It is much easier to enter and exit a Low Profile        NV if it Open Top, sa one Version. This may not be practical in        cold rainy weather and unsafe for children and in Trenches. So        NV Door can open from both Side and Roof. Roof Door can extend        across some or all of the NV width. One way is to have a Door        that bends on top to form part of the roof. Depending on NV body        design, such a Door may require to have a design to enable it to        open. Some of many ways to achieve this are:        (a) Door is lifted by its Hinges that are of the type that lift        the door as opening,        (b) Door has an almost quarter circular rim across the NV roof,        enabling it to swivel easily, but when open, the roof is opened        the shape of an almost quarter circle, not a rectangle, which is        somewhat more difficult to enter and exit than the roof opening        a full rectangle,        (c) Door is hinged on its rear edged instead of customary front        edge, if that suits the swivel better,        (d) Door is split in two, or two doors, one opening NV Side, the        other NV Roof,        (e) Sliding Doors, as in some Vans        (f) Gull wing Doors, or        (g) Other designs known to the skilled.

Remote Controlled Vehicle

RCV is another concept, which can be used say be a mother, sending herchild to say school. RCV location is known by GPS, Triangulation withknown towers or other installed electromagnetic landmarks, Digitaltracking of its route and comparing it with a memory stored map of thearea, etc.

Mother and child have videophone communication. Mother can see RCV'ssurrounding via video cameras installed on RCV or subscribing to roadvideo cams network. Mother can park the RCV in a safe location, remotelyunlock the RCV door, which can intruder proof, and follow her child toinside of school, and back, without leaving work or home, only sporadicsupervision of RCV, who can be on Auto Drive most times.

Solid Wheels/Tires:

Air tires are far less efficient than solid ones such as rail wheels,due to friction, drag and energy required for their constant change ofshape. They also occupy much more space. Their advantage is absorbingnoise and vibration.

Problem with conventional low or no air wheels, using air, rubber ormetal springs to dampen noise and vibration, that the spring or shaftconnecting the wheel to vehicle body is never isolated from said body.Springs and rubber isolators do not provide sufficient isolation,transfer noise and vibration.

To have the efficiency small size of a solid or low air wheel/tire plusabsorbing properties of air, air inflated rubber balls (not necessarilyspherical, any hollow air holding body) should be placed at every pointwhere the wheel, shaft, coil or telescopic spring or other means ofconnecting the wheel to vehicle is likely to contact said body. Inflatedrubber balls spread vibration and noise inside their air volume and aremuch better than rubber pads and metal springs.

Thus an NV can have metal wheels, covered by a rubber ring if necessaryto avoid road damage, with very little or no air. Said wheel isconnected to NV via coil, telescope or other means, which means areseparated by rubber balls at all points of contact with NV Body. Trainsbuffered from their wheels by said airballs will have much less railnoise and vibration transmitted to their passengers. Said Airballbuffers can have universal applications.

Lasting & Low Cost NV Car

To reduce NV Car costs, Depreciation and Repairs should be reduced. Someconventional methods are:

-   -   rust resistant body    -   dent resistant body    -   electric or fuel cell engines,    -   non wearing brakes, such as hydraulic or magnetic types, no pad        or drum change,    -   brakes that recover the energy in slow down to use in speed up.

Above are not sufficient, because most are rarely used, and a car getsold or undesirable for other factors, especially by odor, wornout seats,dirty seats despite surface washing, scratched body, fainted paint, etc.

So some or all following techniques need be added, so that what gets oldcan be changed, rather than changing the whole car and many repairs canbe done cheaply by a layman, to include laywoman:

-   -   carpeting, to be fully removable, washable off the car and        replaceable, say snap off and on by laymen, not glued, not        requiring experts and repair shop equipment, not surface washing        as installed which hides most dirt inside,        -   carpeting to be non absorbent, such as rubber, not to hold            dirt, moisture and odors,        -   seats foam, padding and cloth to be removable, washable off            the car, replaceable, by laymen, say as a pull over to the            seat body,        -   seat covers that are home washable, easily removable and            pulled over the seat,        -   inside roof and side paddings that are removable and            replaceable, preferably snap on & off,        -   instrument panel(s) which is hose washable, such as enclosed            panels with surface touch keys,        -   open close drains at the bottom of the Car to enable hose            washing, especially after snap removing absorbent panels,            pads, seat paddings, seat covers, etc,        -   avoiding stain proof seats and carpets that do not work, at            least for long, despite what advertised,        -   modular exterior body, some or all modules or panels            attached to and removable from a hidden interior body            skeleton, by screws or preferably snap on/off, which panels            are not welded to each other, so that panels can be replaced            by a layman, (unlike conventional cars that use said panels            as the skeleton welded together to need cutting and welding            to replace),        -   some or all of panel attachments of said skeleton that            harbor a panel, to be able to attach to panels of different            exterior contour, so that car's external design can be            changed by changing body panels,        -   modular design for most components, such as skeleton,            engine, transmission, accessories, each module to be            replaceable, preferably by layman, preferably by snap on off            means,        -   any replaceable items such as air and oil filter, cartridge            type and placed accessibly for laymen,        -   thin, preferably sub-millimeter, rigid layers of prepainted            self adhesive plates, contoured exactly like a body panel,            that can be adhered onto a whole or part of a body panel,            rather than repairing or repainting or scratch removing such            panel,        -   steering to be Joystick version, preferably based on the car            floor or consul, not dashboard based,        -   Instrument panel to be on a pole or consul supported by car            floor, not dashboard,        -   Heat/Cool Vents to be raising from car floor or consul, not            dashboard,        -   Glovebox to be in front of seat(s), say opening between            passenger/driver legs, or on consul,        -   Eliminating the Dashboard, using above techniques,        -   Attaching brake and indicator lights to chasie rather than            body panels,        -   Windshield can be on a support erected on the chasie, not to            rely on body panels,        -   Wiper and side mirrors can be attached to same windshield            support or other chasie based support,        -   Making the car road worthy, with seats only, no body panels,            using above techniques,        -   Body panels to be mainly for rain protection and ornamental,            liftable on a sunny day,        -   Thus the body can be changed, in part or in whole to meet            taste and fashion,        -   applying some or all above, reducing element to cause            obsolescence, while much of the car is intact,        -   various combinations of above conventional and new            techniques.

Sudden (Emergency) Brake:

NV Car, being small yet potentially fast, needs good safety features.Conventional Brakes require a minimum distance to stop a vehicle becauseroad friction is limited. Sudden Brake can be used in other vehiclestoo. Ability to brake at a desired distance, independent of roadfriction, enables cars to drive faster and closer to a front vehicle,substantially increasing road capacity, especially for Narrow Vehicles,more so if Automatic Drivers are used to drive vehicles closer to sidevehicles.

Sudden Brake has a Gun that can eject an Arrow at very high speed. TheGun is powered by gunpowder, compressed air, compressed spring, etc.Said Gun is firmly attached to NV Car, facing towards the road surface.Said Arrow is attached to one End of a strong Cable, made of say steelchain or wires, kevlar, etc. When the Gun is fired, said Arrow isejected into the Road, digging with it Cable's Arrow End. The Arrowand/or Cable's Arrow End are constructed to easily enter into the roadmaterial, but once entered cannot be easily pulled out. The other End ofsaid cable is firmly attached to NV Car, preferably to its underside,preferably rear end. Once Arrow is fixed into the road, the Cablestretches out of NV Car, until fully stretched, stopping NV Car. SaidCable runs via a Smoothing Brake (distinct from NV Brakes) to smooth itsstretching. Said Brake can use various techniques, some being:

-   -   Applying Friction to the Cable    -   Reeling the Cable around a Reel which turns to release the        Cable, turning is controlled by a Brake    -   Said Brakes can Friction type operated by cable, air, hydraulic,        electronic, etc.    -   Preferably Said Brakes can use Hydraulic (Liquid, typically Oil)        Resistance instead of Friction    -   Other Braking systems

Hydraulic Resistance can be made more effective and controllable bymixing or suspending conductive particles, such as powdered iron intheir Resistive Liquid. Applying an electric charge to said Liquidincreases its viscosity and Resistance, depending on the charge.

Said Gun can be activated by a number of means, some being:

-   -   The Driver, say when she feels NV Brakes are not adequate    -   A passenger, say if Driver has fainted    -   Automatically, say if the NV Brakes are applied beyond a        predetermined intensity    -   Automatically, by an Intelligent Sudden Brake Control

One Intelligent Sudden Brake Control (ISBC) is introduced here. It usesSonar, Laser, Radar, Infra Red or other Surveillance, known to theskilled, to measure and calculate how fast NV Car is approaching anobstacle, such as a car in front. It can be equipped or programmed toalso measure how fast the obstacle such as a crossing bicycle is movingacross the road, and measure if it will clear NV Car path before acollision. It can have means to measure if the obstacle is an animal, bysensing its body heat or heart beat. It can have means to check how manyin NV Car are wearing seat belts, even child seat belts.

Based on all such measurements, ISBC decides when to fire the Gun. Sayno fire if time for Driver action. Smoothing Brake Force should beenough to stop NV Car before hitting the Obstacle. If seat belts are on,Smoothing Brake can be activated later but with more Force, as less riskof throwing passengers forward. Various Algorithms can be devised as toif, when and how strongly to apply the Sudden Brake.

Superior Cheaper Railroads:

As briefly mentioned before, Anti-Roll and/or Anti-Sway Techniquesdescribed here enable construction of much cheaper yet better railroads.Conventional Railroads require perfect leveling of both of theirparallel rails to prevent roll over. That necessitates good foundationsfor each rail plus numerous strong wooden or metal ties laid over suppercompressed gravel, supporting and connecting both rails at numerouspoints along the track. Making wide tracks is prohibitively expensive,requiring longer and thicker ties, wider foundation and doubling ofcompressed gravel bed. Therefore tracks are much narrower than thetrain, ironically making trains less stable. Rails have to be supperstrong too, as otherwise, one rail can bend downward at a point wherethe parallel rail is not dipped, causing the train to tilt. Thus therail has to be like a small wall to resist bending, keeping it uprightrequires supper strong harnessing to the underlying ties.

This application introduces rails which are independent of the parallelone, not connected by ties. Parallel rails can be much wider apart, eachon it own bed, allowing much wider apart wheels for opposite side of thetrain, making the train much more stable. Therefore train is not likelyto roll over even if parallel rails are not fully level at every point.This enables more flat, less upright rails, requiring weaker harnessingand less foundation under each rail.

Anti-Sway techniques keep the train on the rail, even if the train wheelis not a pulley on an I-Beam. So the rail can be a Strip or othershapes, cheaper to make and support on the ground, even without ties,compared to a beam. Train wheel can have many other shapes too.Anti-Sway means do not require superstrong foundation, ties, etc.

Anti-Roll Techniques, which by themselves are not load bearing and donot require superstrong foundation, bed, ties, etc, but prevent thetrain from rolling. Hence all the superstrong features explained toavoid train rolling over can be much relaxed, all leading to muchcheaper railway.

As an example, a I-Beam which also acts as the I-Rail for Anti-Rollprevents the train from rolling over, even if the trains tilts, even athigh speed, so long as the I-Beam itself is not totally lifted high offthe ground, under tilting pull from the train. Such pull is less thanconventional trains on conventional rails, because in or system thetrain can be one much wider base and less likely to tilt. Also roll overdue to rail being lifted is is highly unlikely, as all of the length ofthe beam cannot be lifted, and the train passes the lifted point beforeit has time to roll over. The I-Beam (I-Rail) need only be strong enoughnot to tear due to undue lifting by train tilting.

Therefore low profile and wider parallel I-Beams can be stretched onrelatively solid bed, each on its own bed, no connecting ties, nosuperstrong foundation, no superstrong harnesses. Bending of the beamscan be tolerated to some degree, repaired when beyond tolerance.

One method of straightening a bent down rail is to inject a hardeningcompound such as concrete under it at the point of concave.

Freight/Cargo/Parcel Ways

Techniques introduced here can also be used for Freight transportationintra-city, inter-city, inter campus, resort, plant, etc. Often no needto redesign the City et al but as an aftermath to existing ones.

Freight of Parcels and or Cargo (we will use either to mean both unlessspecified) provide some relaxed requirements compared to People Transit,such as:

-   -   Parcels can be designed to fit a smaller space than a person can    -   Less rush and time sensitivity, as most parcels need not arrive        for work by a set time every time    -   Sequence of loading and arrival is not an issue    -   Aggregation is acceptable, parcels can wait in a transfer        station    -   Safety issues are minimal and no health issues, even if a parcel        is stuck for long    -   Speed is not crucial, as parcels do not get bored when moved        slowly    -   Heating, Cooling, Lighting, Seatbelts, Seating, Luggage Room, .        . . are not issues    -   Curbside running is as much an advantage as it is with passenger        NV

Due to so many relaxing points, Parcelways and Narrow Freight Vehicle(NFV) can be designed very small in width, diameter, profile, say onlyto handle small packages such as mail or as large as needed. An NFV 60cm wide×150 cm tall (equivalent to a one person wide NV)×300 cm long(suitable for curved Trenches) can carry almost as much as a pick uptruck. A 120 cm wide NFV (more than two person wide) by 120 cm profilecan carry standard cargo skids. It can also run at low speeds. Thussimple Anti-Roll Techniques in the NFV, without any I-Rail or similarRoute Based Anti-Roll technique are enough.

A very large proportion, perhaps 95% of city cargo is or can be brokendown into sizes to fit in an NFV. NFV can be a Passenger NV which alsohandles Freight. NVF Route can be NV's or different.

A preferred location for NFV Route is a Trenchway close to surface ofSidewalk adjacent to Buildings (away from vehicles pavement), at leastfor its Pick-up or Loading Stops, crossing the roads when needed. NFVRoute can run overland to save Trenching where space is available, inparticular running through the mid road isle dividing opposingdirections of traffic, even over the crash bars along said isle.

Parcels and or Containers better be Weather Proof, Shock Proof, VandalProof, Theft Proof, Tamper Proof, etc., as necessary, depending ifcontainerized, overland and accessible to unauthorized, etc.

Each NFVs can have one or more Flatbeds (as in railway cars) on whichCargo or Containers are placed. Some or all NFV Sections can be like aContainer in which the Cargo is placed.

One useful device is Roller Trays on which Parcels or Skids are placedto ease moving, especially on and off the Flatbed or Container.Alternatively Skids or parcels can be equipped with Rollers.

Said NFVs, Flatbeds, Containers and or Roller Trays better bestandardized like Freight Containers. Emptied ones can be sent back,perhaps via NFV to Operator and reused as an asset, rarely disposed.Containers and Roller Trays can have their own propelling means, evencontrolled automatically, even remotely. They can be of different sized.

A Preferred NFV is also a Container or Flatbed, preferably in manysizes, so that different parcels can be placed on different NFV and eachsent to their own destination. Large loads can be broken toContainer/Flatbed chunks, each on one NFV, but all addressed to samedestination.

Each Parcel, Flatbed, Container, NFV can be Tagged, preferably RFID orOptically Readable, for Routing, Sorting, Storage, Retrieval, etc. RFIDand or Optical Readers along the Route can read said Tags to Direct.Charging by parcel weight, size, travel length, speed of delivery,origin, destination, etc can be automated as all info is available.

Freightways Loading/Unloading/Spurs & Stops

To move a Parcel or Container off a Flatbed or Container onto a Stop orStation Platform, many techniques including manual and conventional onescan be used. Rollers and or Conveyors on the Flatbed/Container, Rollers,Conveyors, Kickers and/or Suctions or Pullers in the Platform can move aLoad or Tray onto a Platform or the opposite, from Platform into/ontoNFV.

Stops can be in suitable locations, say at large buildings or plants.Small entities can have their own Stop. One Preferred version is thatFreightway Trench runs along the built side of Sidewalk (away fromvehicle pavement). Each building or Recipient has a Platform by the sideof the Trench. Platforms are Tagged and electronically or opticallyidentifiable. NFV Control thus knows it is reaching a Platforms, stopsby the Platform and shifts a Parcel addressed to said Recipient ontosaid Platform. Recipient then picks it up, by opening a Platform Lid.Trench Lids need not be accessible by Recipient or anyone other than anAuthority, the Platform Lid can be accessed only by the Recipient.

Roller Trays and Containers better have Rollers that turn at rightangles to direction of NFV movement, for easier loading to the Platformfrom a Flatbed or vice versa.

Trench Platforms can have a Jack or other means of lifting the Parcel,Container or Tray deposited on them up and above ground for easieraccess and unloading.

Other variations are possible too. A Container is put on an NV Flatbed,addressed to a Recipient. It stops at a Stop close to Recipient, wherethe Container Rolls itself off the Flatbed, onto the Sidewalk. Recipientis automatically alerted of its arrival, who can then pick it up andcontinue Auto Rolling it to destination. Once emptied, Container isreturned to the Stop and programmed to Roll onto an NV for return to itsOrigin or Freight Operator. In fact a Container or Roller Tray can beprogrammed to run the last leg all by itself, provided it is equippedwith auto driving technology, most of which depend on roads beinglandmarked and or otherwise traceable by auto drive. Such technologiesare developed or within reach of current art, some not perfected yet.

-   -   CargoWays: can be build narrow and low profile, hence can bridge        or arch between buildings, above ground, without being an        eyesore.    -   NFV Battery Charging: Can be done in same manners as described        for NVs, at a Station, Transfer Station, Destination, Origin, on        Track/Lane by Induction or Contact with a power source.    -   Interplay between Cargo & Passenger NVs: Depending on        circumstances, different rules should govern. Generally, a Cargo        NV or NV Container should yield to Passenger NV, especially when        using the same track, to go fast enough not to stop or slow a        Passenger NV.    -   CargoWay+NV Trench Combo: CargoWays can form the bottom or        preferably the top layer of a Trenchway which is deeper to house        said layer, hence some savings in construction time and costs        compared with digging two Trenches, one for people and another        for Cargo. At People Stops, if the Passenger NV needs to exit        the Trench to surface, the Cargo layer should deviate or fork        away and perhaps rejoin after the Stop.        Generalizations, Throughout this Application, Unless Expressed        Otherwise:    -   when a number of techniques are disclosed to achieve a result,        isolated and viable combinations, permutations and or        equivalent(s) of each and all are also included within range of        such techniques    -   many of techniques, are also applicable to current vehicles        (cars, vans, buses, trucks, trams, trains, even aeroplanes, etc)    -   many techniques are applicable to Conventional Transit Systems        too    -   many techniques disclosed, even if appear for “intra city” can        also be applied for “inter city” Transit    -   Curb is used to mean the limit of the drivable part of a road,        even if the road has no visible curb    -   each significant word, has the meaning which extends and does        not limit coverage    -   Best Modes: Wherever appropriate, best mode(s) for relevant        techniques have been mentioned. In many cases the best mode        depends on circumstance. No prefixed best mode to pinpoint.    -   Conventional Techniques: known to the skilled, other than those        mentioned in this application, can be used to achieve some of        the discussed desired aims. Also they could be used in        conjunction with novel techniques disclosed. The clause        “combinations and or permutations of disclosed techniques” or        similar clauses should be deemed supplemented by “and or        techniques known to the skilled”. For example, many Magnetic        Levitating (MagLev) Trains and MonoRail systems have in build        Anti-Roll, preventing the Train from roll over, typically by        clawing onto the underneath of the Rail. Such known technologies        can also be used to achieve the purpose at hand, say Anti-Roll.    -   Varying Details Interpretation: The fact that some sections are        more detailed does not by analogy mean that less detailed        sections are less informative to the skilled limited to what is        written. All sections are deemed to be as broad as a skilled        person can understand. However, since there is a difference        between a hypothetical skilled person and a typical reader or        examiner, applicant has used more detail in some sections for        reader or examiner, even though not needed for the skilled.    -   Details have been Avoided: in many cases where the technology        being referred to is known to the skilled    -   Drawings are not Proportional: with reality, for better or        easier representation of matter at hand.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1—Sectional view of a Narrow Vehicle (NV) width/height compared toothers and a typical road

FIG. 2—Side view of a Narrow Bus with three Articulating Segments

FIG. 3—An individual NV Cabin with luggage and laptop tray

FIG. 4—Ridges restricting NV wheels to Limit Sway

FIG. 5—Rollers adhering NV to curb to limit sway (Surface Ridge onopposite side of NV not shown)

FIG. 6—Road channel in which NV Wheel moves to limit sway

FIG. 7—Road Channel with Channel Roller attached to NV to limit Sway

FIG. 8—An I-Rail and Roller Hooks (cross section), holding NV to I-Railto prevent NV roll over

FIG. 9—I-Rail cross section with 2+2 Rollers as NV Anti-Roll

FIG. 10—Two I-Rails and Hooks to prevent NV roll over at both sides

FIG. 11—Ramps on both sides of I-Rail for vehicles other than NV tocross over I-Rail

FIG. 12—A Trench with liftable lids crossing a road junction

FIG. 13—An NV inside a covered Trench

FIG. 14—Cross section of NVs running thru a Trench at a road crossing

FIG. 15—Cross section of a Trench with a one passenger wide NV inside

FIG. 16—A Double Decker NV being boarded from a platform on right androad level on left

FIG. 17—A Vertical Track Switch, enabling NVs to fork into threedirections

FIG. 18—NV with Power Induction Receiver, sliding along a Power Induceralong the road curb

FIG. 19—Single Seater NV Car

FIG. 20—Double Seater NV Car

FIG. 21—Double Seater NV Car, seat reclined to a bed for auto drive orno drive ride

FIG. 22—Personal NV Cars on a an NV Flatbed attached to Public NV

FIG. 23—A number of NV Cars sequenced to form an NV Train

FIG. 24—An Auto-Drive Container inside a Covered Trench Cargo Way,another parked in a Bay

FIG. 25—A Trench Raised to avoid a crossing buried pipe and Ramps forvehicles to cross over it

FIG. 26—A Raised cross road junction to enable Trenches to avoid acrossing buried pipe

FIG. 27—A Ski-Chain Accompanying or Substituting a NV Wheel to negotiateroad Dips and Bumps

FIG. 28—Ski-Rollers Accompanying or Substituting a NV Wheel to negotiateroad Dips and Bumps

FIG. 29—A NV Car with Ski-Chain for front & Ski-Rollers for rear

FIG. 30—A NV Car with Engine, Chasie, Gearbox, Wheels & Cabin separatedby Air-pads

FIG. 31—A Sudden Brake System attached under an NV Car and a Sensor atfront facing forward direction

FIG. 32—A Group or Family NV Car Carrier

FIG. 33A—NV Car Snow Plow as attached to NV

FIG. 33B—NV Car Snow Plow enlarged

FIG. 34—Two narrow Magnetic Levitating Train(s) or MagLev(s), at acrossroad crossed by a bike

FIG. 35—A Tram Rail with Anti-Roll mechanism

FIG. 36—A Hydrogen Fuel Cartridge

FIG. 37—NV with Anti Head-Roll

FIG. 38A—NV with Anti Side-Roll using body tilting un-tilted

FIG. 38B—NV with Anti Side-Roll using body tilting as tilted

FIG. 39—Hydraulic Power Transmission Schematic

DESCRIPTION BY REFERENCE TO DRAWINGS

Narrow Vehicle NV can be below about 60 wide for one passenger per row,or below around 100 cm wide for two passengers per row, using Anti-Rollmeans, and means to keep it within a certain Lane/Track without swaying.

FIG. 1—A Passenger 1-2 beside a Narrow Vehicle (NV) 1-3, on a Lane/Trackbordered by Ridge 1-11. Compare width/heights of NV with SUV 1-4, Bus1-5. NV can be below 60 cm wide and below 120 cm tall. Wheel diametercan be even less than 20 cm. NV has negligible Sway, but other vehiclesneed Sway rooms 1-7,1-8,1-9,1-10, wasting much of the span from RoadsideCurb 1-1 to mid-road Divider 1-6.

FIG. 2—A longer version of NV 3-1, with Segments (one being 2-3)Articulating at 2-2 and 2-7, like articulated buses. Each passenger 2-6has a door 2-4, with typically password or card activated lock 2-5. Lowheight allows lifting Bike(s) 2-8 to be held by bike Holder(s) 2-9.

FIG. 3—A One passenger Cabin of an NV, the rear wall and seat back ofwhich 3-1 can be reclined at Lockable Hinge 3-2, to allow passenger tosleep (if the cabin behind is also rented by passenger, ditto for frontcabin). Seat is reclining at Locakble Hinge 3-12 for leg rest. Laptop3-13 is held by Tray 3-3 which can fold away, say down or up towards theCabin wall, at Lockable Hinges 3-9 & 3-10. Seat is slimly built to fit atypically small suitcase underneath. Window 3-4 opens into cabin athinge 3-6. Window 3-5 can open into cabin, towards the cabin ceiling,walls at hinges 3-7 & 3-14, so that if adjacent passengers both agree,they can converse. Communication is also possible by NV Intercom.

FIG. 4—NV 4-1 uses two rows of Ridges 4-2 & 4-3, as its Track borders tolimit Sway. Ridges to have Low Profile, less than say 10 cm, preferablybelow 5 cm tall where they should allow being run over, such ascrossroads, turns, exits & entrances along the Track, where typically NVdoes or should slow down, not to be de-Ridged (derailed).

FIG. 5—NV 5-1 uses a curb like short Wedge 5-2, along and against whichRoller(s) 5-3 roll to ensure that the vehicles stays within track,assuming another Wedge or Curb is on other side (not shown) of theTrack.

Roller 5-3 prevents friction with road surface. NV need not be a trainor tram, but use Tyres 5-5.

FIG. 6—NV 6-2 uses a Channel 6-1 on the road in which one of the wheelsdrives, to limit Sway, which wheel has a longer connection to thevehicle than the other wheel.

FIG. 7—NV 7-1 uses a Channel 7-6 on the road in which a Channel Roller7-2 moves, which is kept inside the Channel by three Telescopic/SpringArms 7-3 forcing down upon it, which Arm's attachments to the NV form atriangle on the underside of NV.

FIG. 8—Cross section of an I-Rail Anti-Roll mechanism, preventing NVfrom tilting or roll over. I-Rail 8-2 placed on road surface 8-1 securedby screws 8-3 & 8-7, hedged by Ramps 8-5 & 8-6, which Ramps enablevehicles other than NV to cross over the I-Rail without damaging it.

The shown Hook assembly secures the NV to the I-Rail. Rollers 8-8 & 8-9roll over the underside of I-Rail, prevented from dropping by Roller8-10. Handles 8-16 & 8-17 pivot at hinges 8-13 & 8-14 and scissor at8-15 ending at double joints 8-11 & 8-12. Said double joints are able toswivel sideways and back and forth compared to their horizontal supportRod 8-20, connecting said double joints. Said rod is connected to lever8-18 which connects to a control mechanism inside NV 8-4 shownsymbolically as dotted 8-19. Said control can pull the lever 8-18 up totighten the grip of rollers 8-8 & 8-9. It can push down on lever 8-18,which in turns pushes scissor joint 8-15 down, pushing Rollers 8-8 & 8-9away from the underside of I-Rail, releasing the NV to move off theI-Rail. Many variations of above technology can be applied.

Anti-Roll Hooks: There are many variations of I-Rail Claws and I-RailingClaws. Rollers Hooking to the underside of a Rail is one type. Part ofthe Rail's underside is raised above the road surface to enable saidRollers to Hook to said raised underside. Ditto for Roller Hooks hookingto I-Railings.

-   -   Rails should have protective means, such as being solid and        strong and/or having ramps along their sides, to enable and        withstand being run over by crossing vehicles.

FIG. 9—Cross section of another version of I-Rail Hook 9-10, securing NVto an I-Rail 9-2. The Hook has two rows of Top Rollers 9-4 & 9-9, andtwo rows of underbeam Rollers 9-3. Each of above top or under rows canhave one or more Rollers along the length of the Hook, which length isparallel to the I-Rail length. Hook is connected to hinge 9-6, then rod9-5 then hinge 9-7 to NV 9-1, which NV has a number of wheels 9-8. Manyvariations are possible.

FIG. 10—NV 10-1, secured to I-Rails 10-6 & 10-7, running parallel Curb10-8, by Hook 10-2 which is close to right back wheel 10-4 and Hook 10-3close to left right wheel 10-5. NV, all to prevent NV tilting or rollover.

FIG. 11—I-Rail 11-1 is hedged by Ramps 11-2 & 11-3 allowing a car'swheel 11-5 to cross above the I-Rail without damaging it. Rows of Rampscan be placed where the I-Rail crosses other vehicles paths, such asroad crossings, property entrances, etc.

FIG. 12—A covered Trench used by NV across road crossing. North road12-1 crossing East road with curb 12-2. Fences 12-4 & 12-5 preventvehicles and people from falling into Trench, which is covered by Lids12-6 hinged at 12-7 which Lids can be lifted to open the Trench foremergencies and maintenance. Trench can have sizes even smaller than 80cm width and 140 cm height.

FIG. 13—NV 13-1 inside a Trench 13-2, off a road crossing, covered byLiftable Lids 13-4.

FIG. 14—NVs 14-4, 14-6 & 14-7 entering, entered, exiting the cross-roadunderground covered Trench 14-5, while a car 14-3 crosses over the roadsurface 14-1, above the trench roof 14-8, and passenger walking onsidewalk 14-2 is prevented from falling into Trench by fence 14-9.

FIG. 15—NV 15-1 cross section, one passenger wide, inside a coveredTrench walls 15-3, dug into earth 15-19, under road surface 15-7.Passenger 15-2 is sitting across the width of NV, facing forward.Rollers 15-12 & 15-4 prevent friction with Trench wall. Rollers opposite15-16 and 15-17 on the Trench wall prevent friction with NV. Channel15-6 is water draining. Lid 15-10 hinged at 15-9 drains rain which runsover slant 15-8 and 15-10 via air exit rain entry openings 15-11 & 15-18into rain drain pipes 15-5 & 15-13. A Blade Roof 15-14 (shownsymbolically only) has a design to ease air flow from NV front over NVto back of NV. Trench Lid 15-10 can pivot at Hinge 15-9 to open inemergencies and for maintenance. Blade Roof can also be lifted away.Ditto for NV ceiling 15-21 which can pivot on hinge 15-20 to lift openfrom inside and outside in emergencies.

When NV is supported for anti roll only by rollers such as 15-12,16,4&/17, said Rollers should be placed close to the top and bottom of theTrench and Trench opening at a Stop should starts below the topRoller(s) and above the bottom Roller(s), so that when the Trench sideand NV doors open at a Stop, Rollers maintain their ability to hold theNV.

FIG. 16—NV lower Deck 16-4 being accessed by passenger 16-5 from ground,and upper Deck 16-6 being accessed by passenger 16-6 a station Platform16-1. Passenger is 170-180 cm, NV width can be below 60 cm for onepassenger per row and below 100 cm for two per row. NV height can bebelow 120 cm for each deck, as in a sports car, plus few cm for interdeck plane plus below 10 cm as wheel radius.

FIG. 17—movable Ramp 17-1 can take 3 positions, up, level and down tolead NV 17-7 to different tracks 17-1, 17-2 or 17-3. Lifting mechanism17-5 moves one end of the Ramp up and down and locks in one of threepositions. Hinge 17-6 allows Ramp pivoting. NV 17-8 ramping up, 17-9 onthe upper level and 17-4 has ramped down. Other NVs have moved straight.

FIG. 18—NV 18-4 with Induction Receptor 18-3, being charged or receivingpower inductively by sliding along an Induction Power Dispenser 18-1attached to curb 18-2.

FIG. 19—A one passenger NV Car 19-1, preferably steered by Joystick 19-6powered by electric or other engine 19-2. Since it needs to cover mainlythe last mile from/to a Public NV Stop, at low speeds, perhaps onsidewalks, said Engine can be small enough to fit under the seat with abriefcase 19-3. Rubber like or other flat Fender 19-7 protects NV Carfrom some head collisions with other NV Cars, typically when many NVsare sequenced to form a Train. Laptop tray 19-8 is foldable towards NVsside via two lockable hinges shown under it. NV Car can be made to beused as a proper Car, with adequate engine, safety and anti-rollprovisions, using prior art and those described in this application.

It is important to keep its size small yet give it all functionalities,one being luggage room, that must preferably have a number of featuressuch as being foldable onto itself, folding up against the Car,retractable, sliding underneath and or into the Car, detachable,convertible to a flatbed, etc.

One way of doing so is a Luggage Flatbed 19-10 hinged to the Car viaDetachable Hinge(s) 19-11, suspended above the road by locking saidhinge(s) or preferably by rear Roller(s) 19-12. Luggage Container can beprovided by a Tent. Preferably Near (to viewer) Panel 19-23 connected toand collapsible onto the Flatbed by hinge(s) 19-13 & 19-14, ditto forFront Panel 19-16, Rear Panel 19-15 and Far Panel 19-17 and Lid Panel19-18 hinged to said Far Panel closes the Container and Lock at 19-12.All said Panels can collapse onto each other and the Flatbed, then slideunder or inside the Car, but preferably

Detached at Hinge 19-11 or Hinged Up at 19-11 against the Car's Rear(side or door) secured by conventional Latches. Said Panels should haveBinders along their joint sides t hold them together when opened up, andshould each preferably be detachable Rubber linings at rattle points canreduce noise and vibration. A Bag or Lining inside the Container canprotect the Luggage from rain, yet be collapsible and foldable. Flatbedand Panels can be made extendable and retractable to re-size theContainer to more securely hold the Luggage. Indicator and brake Lights19-24 and Number Plate should be positioned to be visible when LuggageContainer is unfolded, say at the top edge of the Car's Backside.

FIG. 20—Double seated NV, with laptop Tray 20-4 folded towards NV sideby lockable hinges 29-9 & 20-10. Anti Roll-Over Wing 20-12 hinged to theNV at Base 20-14 with a Roller at tip 20-13. The wing can swing open toprevent NV roll over when driving above certain speeds. Some versions ofNV can have two or three passengers per row. Front seat has legs 20-19 &20-20, lockable hinges 20-17 at front to level up a hanging foot rest20-11, and at back 20-16 to recline the seat like a bed.

Fast NV Cars, especially if short (lengthwise) may Roll Over Head &/Sidewhen braking. Hence Anti Roll-Over Wing Base should be close to NV Frontand the Wing extending both forward and sideways, say one attached closeto and extending towards the northwest of a northbound Car, anotherattached close to and extending towards north east. Alternatively, oneor two Wings should serve the front and one or two Wings serving eachside.

FIG. 21—NV Car of FIG. 20 with laptop trays and wing folded up andpassenger sleeping.

FIG. 22—NV 22-1 pulling a Flatbed 22-2 on which NV Cars like 22-3 & 22-4and bike 22-5 are parked.

FIG. 23—NV Cars 23-1, 2 & 3 in a row, separated by a small distance andguarded by Fenders 23-4 & 23-5. They form a sequence of NV Cars like atrain, driven by auto drive, while some passengers are sleeping, someworking on laptop, some sight seeing, etc.

FIG. 24—A Trench Cargoway 24-2, dug along and under a Curb 24-1, nearthe shops wall and door 24-8 with Liftable Lids 24-3 hinged at 24-4. ARolling Container 24-5 rolls inside the Trench. Another Container 24-9is parked inside a cubicle Bay 24-10, covered by Liftable Lid 24-7,hinged at 24-11, having a lifting Handle 24-12. Jack 24-13 can lift thebottom of or all the Cubicle up, to bring the parked Container 24-9 tothe surface, to be emptied by the addressee shop owner and returned tothe cubicle bay. Containers can be any size. Typical sizes can be 50wide by×60 cm deep for Trench cross section and 45 width×55 height×90 cmlength for Container.

Containers use automatic drive and move onto the Bay, say by stoppingand turning their wheels at right angle to the Trench length, when theyreach a pre-programmed Bay.

FIG. 25—Cross section of a Northbound Trench 25-2 which is Raised toavoid a buried utility Pipe 25-5. Bike 25-11 is driving on West Road25-10 and Automobile 25-9 driving on North Road 25-3, by the North EastCorner Building 25-12. Ramps 25-6 & 25-7 enable the Bike to cross overthe Trench. If necessary, Trench course is deviated to have enoughdistance from the Intersection for Ramp 25-7 to end before the Curb 25-8hypothetical continuation line, hence Auto 25-9 need not curve towardsthe middle of Northroad to avoid bumping onto said down-Ramp, whileNorthward NV 25-1 is free to cross the Intersection concurrently withthe Bike.

FIG. 26—Shows cross section of Trench Northbound 26-2 which is Raised toavoid a buried utility Pipe 26-5. Bike 26-11 is driving on West Road26-10 and Automobile 26-9 is driving on Intersection of North Road 26-3and West Road. Ramp 26-6 enables the Bike to cross over the NorthboundTrench, onto the Raised Intersection 26-3, by the North-East CornerBuilding 26-12 over the Southbound Trench 26-15, to down-Ramp 26-7 bythe North-West Corner Building 26-17, onto West Road continuation 26-18,while Northward NV 26-1 and Southward NV 26-14 are free to cross theIntersection concurrently with the Bike. FIG. 25 & FIG. 26 Techniquesare applicable when lowering, redirecting or relocating the buried Pipeis not viable.

Other Techniques include (a) Minimizing Trench height, (b) UsingSkypipes, arching the Trench over the West Road, (c) Curving the Pipeoverground above the Trench, adding an exterior, not to raise theTrench.

Ski-Chain & Ski-Rollers:

We have discussed the merits of a low profile vehicle such as NV or NVCar. We have also incorporated features that would eliminate need fornew roads or even changing existing roads, as part of reducingInfrastructure costs and time to roll out a transit system, such asPPTS.

One tool in making a low profile vehicle is small wheels, which can beas small as blade rollers. But one problem is posed by uneven roads withconcave holes, dips, valleys, into which an NV Wheel can fall, while theunderneath of NV is lowered to the dip's rim, suspending the wheeldisengaged from the road. Similarly when NV Wheel crosses over a bump,larger than NV Wheel, leaving the NV underbody on the pump andsuspending the Wheel disengaged from the road.

Prior Art chain wheels used in bulldozers have the problem of unduewear, friction and power consumption. Ski-Wheels introduced solve saidproblems without increasing NV height, with negligible increase in fuel.

FIG. 27—Shows an NV Wheel 27-1, supplemented by a Ski looking ChainWheel or Ski-Chain having a Belt 27-3, preferably of poly-urethane,guided by a number of Pulleys 27-6,7,8, & 9 attached to Ski-Wheel Body27-2. The band is preferably lifted above the road surface 27-5, hencemotionless with no wear or power consumption, until NV Wheel becomessuspended inside a dip or over a pump, at which time the Band hits theroad, and prevents friction between NV underside and the road, while NVis powered by its other unsuspended wheel(s). NV Wheel and Ski-Chain canbe separate, but should preferably be combined.

A more complicated version of Ski-Chain is powered. One group isconnected to the NV Wheel or engine &/gearbox and runs constantly.

Preferably, the Ski-Chain should be powered only when the Belt touchesthe road. Sensors 27-8 and 27-7 sense when the Band has touched the roadand prompt power &/gear connection. Alternatively Power Pulley isdisengaged from gear and or engine, until said Power Pulley moves up apredetermined amount due to the Belt hitting the road, when said Pulleyis placed in a location that engages it to gear and or engine. The exactdetails depend on the engine being electric, combustion etc, and topower transmission being gears, hydraulic, electric, etc. A preferredPower Transmission is Hydraulic, so that when the Power Pulley moves up,a Hydraulic Pipe that powers it is opened, but closes when the PowerPulley is disengaged from the Road Surface, hence moves down.

Power and gearing applied to the Power Pulley that runs the Belt byengaging Teeth 27-4 or Friction, should run the Belt at same groundspeed as the suspended wheel should have run if not suspended.

FIG. 28—Shows an NV Wheel 28-1, supplemented by a Ski lookingMulti-Wheel or Ski-Rollers having a number of Rollers 28-3, attached toSki-Roller Body 28-2 and preferably a number of smaller Rollers 28-4 tofill the gaps. Rollers are preferably lifted above the road surface28-5, hence motionless with no wear or power consumption, until NV Wheelbecomes suspended inside a dip or over a pump, at which time some or allRollers hit the road, preventing friction between NV underside and theroad, while NV is powered by its other unsuspended wheel(s). NV Wheeland Ski-Rolles can be separate, but preferably be combined.

A more complicated version of Ski-Rollers is powered. One group isconnected to the NV Wheel or engine &/gearbox and runs constantly.Preferably, each Roller to be powered only when it touches the ground.Sensors 28-6 & 7 sense Ski-Rollers touching the road and prompt power toa number of Rollers. Alternatively each Roller is disengaged from gearand or engine until it moves up a predesigned amount due to hitting theroad, when said Roller is placed in a location that engages it to gearand or engine. This enables running only the Roller(s) that are pressedonto road surface at least to a predetermined pressure. The exactdetails depend on the engine being electric, combustion etc, and topower transmission being gears, hydraulic, electric, etc. A preferredPower Transmission is Hydraulic, so that when the Power Roller moves up,a Hydraulic Pipe that powers it is opened, but closes when the PowerRoller is disengaged from the Road Surface, hence moves down.

Power and gearing applied to Each Powered Roller should Turn it at sameground speed equivalent as the suspended wheel should have turned if notsuspended.

FIG. 29—Shows NV 29-1 with Front Wheel 29-2 suspended in a Dip 29-6while Ski-Wheel 29-4 maintains contact with road Surface 29-8, RearWheel 29-3 suspended over a Bump 29-7 while Ski-Rollers 29-5 prevent NVunderside friction with the Bump.

FIG. 30—Shows a NV Car 30-1 with a number of Air-Pads, one numbered as30-2, others not numbered, which are Rubber like Bags containing aliquid, but preferably gas, preferably Air, separating most orpreferably all the Components, Chasie 30-3, Engine 30-4, Gearbox 30-5,Wheels 30-7 and especially passenger Cabin 30-6. Said Components canalso be connected conventionally for weight support and powertransmission, but connections are all flexible as in suspension springs,universal power shaft joints, gearbox to wheel universal joints, etc.,which reduce vibration from ground or engine, but still transmit noise.

However, in this design, preferably all Rigid connections between saidComponents and even sub-Components are flexible, better via Air-Pads.

Air-Pads better be distributed at least close to NV Exterior, not toleave a gap for dirt, water, snow, . . . entry. Alternatively anyexterior gaps can be closed by soft, rubbery material, not to transmitnoise or vibration.

A major reason is that Wheels can be Rigid, with minimal or No Air, andminimal Rubber to reduce Noise and road damage. Rigid Wheels are muchmore efficient, as in trains, durable, maintenance free, cheap, puncturefree, etc, with much less volume and radius. Thus Wheel Air is shiftedto Air-Pads. This design reduces noise and vibration felt by passengers.

FIG. 31—Shows a Sudden Brake System attached to the underside of NV Car31-1. A Gun 31-2 charged with an Explosive, Compressed Air or Spring31-3 can fire an Arrow 31-4 into the Road 31-5, upon command fromControl 31-6, which is fed information by Sensor 31-7 close to format ofNV Car, facing forward movement, transmitting data to Control by Wire31-8 or wirelessly. Arrow has Fins 31-9 to prevent it from being pulledout of the Road, to keep one end of Cable or Rope 31-10 which isattached to the Arrow, fixed to the Road. The rest of the Cable isaround in Reel 31-11, whose unreeling can be smoothly slowed and orstopped by a suitable Braking System, in this version using Pad(s) 31-13gripping both sides of the Reel's Wheel 31-14. Thus the Cable releasecan be gradual and be stopped after a Desired Length has been released,as calculated by the Control Unit. Explosive should be enough topenetrate the Arrow deep enough into any material, even concrete, sothat Arrow is not released by NV Car Momentum. After such Sudden Brake,the Cable is scissored at Road surface. Arrow, Explosives and Cable willneed replacement. Alternatively Compressed Spring or Air are designed tobe Recompressed and Arrow is designed to accommodate Cable Reattachment,so that a longer Cable can be reused many times.

Like many of Techniques introduced in this application, Techniques inFIG. 27, 28, 29, 30, 31 are usable Generally, including for RollerBlades, Scooters, Scooters, Bicycles, Motorcycles, Cars, Buses, Trucks,etc.

Group (Family) NV Car Carrier (NVCC)

FIG. 32, NVCC is a drivable Flatbed 32-1, onto which a number of NV Cars32-2,32-3, 32-4 can be placed, preferably with some Cargo room 32-5. Ithas ramps 32-6, 32-7 on its sides, which open to form a ramp from roadsurface to the Flatbed to allow an NV Cars that can drive sideways andor ramp 32-18 for an NV Car to drive onto the Flatbed. Said ramps swingup 32-8,32-9 or slide into the Flatbed, when not in use. Said Flatbed ispreferably low close to the road surface for easier loading andunloading. It has wheels 32-10, engine 32-11 and a Driver Cabin 32-12.

Alternatively one of the NV Cars on it can be the Driver Cabin,connecting to NVCC's Powered Steering, Brake, Gas Pedal and otherControls wirelessly or via cables, so NV Cars Controls also control theNVCC. Alternatively the Driver NV Car opens from the front 32-13, asdetailed separately to access the NVCC Steer 32-14, Brake 32-15, etc.Said Driver NV Car's Joystick Steering 32-16 and Brake 32-17 are shown.Each NV Car can preferably connect to NVCC power source, not to use itsown, for say heating.

NVCC holds a number of NV Cars in rows of one, two or more, roadparallel and or sideways. Family NVCC can typically house 2 rows of twoNV Cars, with some room for open or covered Cargo. The fewer the NV Carsloaded.

An NV Car can have one Side Exit, an or a Front Exit, in which case itshould face the forward or backward direction to allow exit, whenanother NV Car is blocking one side or front of it. An NV Car can havetwo Side Exits and or Roof Exit, giving it more options for directionand passenger exit.

Flatbed can have Disintegrable Segments 32-19, 32-20 to increase ordecrease its length. Each Segment can have enough wheels 32-21, 32-22 tobe stable, or be connected to the Main Segment 32-1 or an adjacentSegment 32-19 via rigid connectors 32-23 for stability. Some or allSegments can have their own engine, all controlled by the same DriverCabin. This is technically more viable with electric engines, thatconnect to the rest of the NVCC by cable or wireless. Hydraulic powertransmission also allows easier power transmission from a Central engine& Control from Driver Cabin, joining disjointing of Segments. RearIndicators and Brake lights can be same as conventional Tows.Preferably, an Indicator Board 32-24 can be attached to rear of rearmostSegment, connected by cable or even wireless to the Main Segment.

Segmentation along the width of NVCC is also possible, using abovetechniques. The Engine width should be no more than that of the leastwidth the NVCC can get.

Another type of NVCC is formed by a number of NV Cars with means toattach to each other, each as one of said Segments, yet once attached,only one Driver controls all. Again this is easier if Brakes, Gas Pedal,Steering are all Powered and activated electrically, hence can becontrolled by one Driver via Cable or Wireless. In fact Steering of allnon Driver NV Cars should be released to neutral or idle.

Front and back of NV Cars should preferably open to allow tunneling tothe next one. Thus seats can be reclined for some passengers to sleep.Side windows and or intercom enable conversation.

Therefore, family or group members can have their own NV Car, yet cantravel together, using one Driver, one set of wheels to wear out, etc,have a Flatbed to be used as a Pick up truck and or as a Tent Floor.NVCC can also use NVTS Lanes/Tracks, especially when its width is narrowenough.

A preferred version is an NVCC Main Segment that can harbor a Driver NVCar and one Passenger NV Car aside each other, as even a Group or FamilyNVCC carries only one Driver and one passenger most of the time. OtherSegment(s) for more NV Cars and or Cargo can be added when necessary.

NV Car—Snow Plow

NV Car being typically (but not necessarily) small, with small typesbetter be equipped to cut through snow. Techniques mentioned here areapplicable to other vehicles, such as cars, trucks, even less obviousones such as tiny scooters, bicycles, motorcycles, etc.

FIG. 33-A—a NV Car 33A-1, a small Plow 33-3 placed ahead of Wheel 33A-2.FIG. 33-B blown up Plow. Plows should preferably have a number offollowing features:

-   -   be placed in front of the Car, ideally replacing by snapping off        a segment of Car Fender, and snapping on the Plow, not to add to        Car length,    -   for tricycles and other vehicles where rear wheels do not use        front wheel tracks, one Plow per wheel,    -   be thin and light, but have structural support Spines 33B-4,        33B-5,    -   have Roller(s) 33B-6,33B-7, preferably rubber, to prevent it        from scratching the road Surface 33-10, which wheels to have a        distance of at leat a few millimeters to said Surface, only to        touch the Surface over road bumps or if the wheels dip,        achievable by say tightening or loosening 33-B-11 Screw    -   be able to move up, no run over road bumps, as the Spring 33-B-9        so allows,    -   be pushed towards the Surface, by Spring(s) 33B-9, to push into        rather than surf the snow,    -   be placed where the plowed snow can escape, say close to the        extreme front end,    -   not be under the Wheel Housing 33-19 and not to compact the snow        in the housing,    -   be angled to push the snow aside,    -   if placed underside the Car (rather than front), be Slanted to        push the snow down, not to clog against the underside of the        Car,    -   be placed also in front of rear wheels, if room for navigating        road bumps can be provided, say if the Car has enough road        clearance or by reducing the Plow height,    -   have means to modify its Slant (angle with Surface), Tilt (angle        with road's hypothetical walls), which can be achieved, say by        having variable length Spines,    -   have little rattle and or noise, say by adding rubber linings at        rattle or loose joints, 33-B-12,    -   clear a path wider than wheel track, even when Tilted for        narrowest path, and/or    -   be removable and attachable to the Car, ideally snap on off, say        by Snap Pins 33B-15,33B-16 on the Plow Base 33B-19 running        through Attachment Plate 33B-17, attached to Car chasie 33B-18,        while retractable Latches 33B-13, 33B-14 hold the Base against        said Plate, which Base can be pulled out by force, while pushing        against snow will not displace it.

Above illustration is one best mode, as Plow's obstruction andconnection to the Car depends on the Car design and construction andlocation of the Plow, and many designs can accommodate above concepts.

A Practical MagLev (Magnetic Levitating Train)

Some problems with conventional MagLevs are:

-   -   they are wide typically four seats per row and an access isle        running along the middle of the train, which is solved here by        introduced of very narrow vehicles,    -   they are tall to enable passengers walk along said isle, which        is solved here by introduction of multiple doors so that each        passenger can access a seat and exit the vehicle without use of        an isle,    -   typically above 2 meters wide and above 3 meters tall and        carrying loads or passengers across said width, some load off        center and at the extreme side causing load leverage, their        support infrastructure, which is usually an Inverted Triangle        cross section Rail running above ground supported by Beams dug        deep into ground to support all that load and prevent the Rail        from tilting is Huge,    -   all that magnifies the size and power of magnets and other        things at every point of Rail & Train,    -   at crossroads or other places where other vehicles cross their        path, such huge structure requires Mega Fly-Overs or Wide & Tall        Tunnels to Cross-Under, for at least one of the crossing        traffic,    -   all above block views, change and ruin the homelyness of city        streets, alienate the pedestrians who feel overwhelmed by the        existence of Behemoths everywhere, widen the roads beyond being        cozy, etc,    -   costs or road widening, new roads, said mega structures are        almost always prohibitive,    -   almost always impossible in already established cities and        streets, especially those of historic or other importance which        cannot be restructured.

FIG. 34 introduces very narrow Train(s) 34-1 & 2, some just onepassenger wide, and low height ones, some below just 120 cm tall, so ateach point along the length of a MagLev Rail, there can be a 60 m wideby 120 cm tall, carrying a load or one passenger whose weight isstretched along the length, in the middle and over said Rail, not on theextreme sides of said Train, with very little side leverage, thus a verysimple, light, low profile Rail much narrower than the Train willsuffice.

Said High-Beams are not needed, as the MagLev's Typical InvertedTriangle Rail 34-3 can be laid over and supported by an Upright Trianglecross section Bed-Rail 34-4 creating a large but Flat I-Rail 34-5, whichFlat I-Rail can be laid on the Road 34-6 or in the Ground 34-7.

Instead of Repultion 34-14 to hold the Train Weight, Rollers and Tirescan be used over the Rail. Instead of Repulsion under the Rail toprevent side tilting or roll over, Rollers can be used under the Rail.Instead of Magnetic Drive, Tires connected to poer transmission can beused over, under or the sides of the Rail. Wider versions are possible,as eliminating the Isle and reducing height substantially reduceinfrastructure.

Preferred version is One Passenger, say 60 to 70 cm wide, about 120 cmtall, with one door per passenger, short some five rows long, butfrequent and auto driven.

Such preferred version can glide on said Flat I-Rail, some 30 cm wide,some 40 cm tall. Hence can be overground, without being an obstacle toanyone. Flat I-Rail can be dug inside a Shallow Trench, especially atcrossroads, where crossing vehicles can run over the Edge of saidShallow-Trench 34-8, onto the Rail Top 34-9, to the opposite Edge 34-10,then continue on the road 34-6.

Flat I-Rail should be strong enough to withstand being run over, atleast where that is likely, especially to protect any magnets, wiringsand electricals inside it. Brushes attached to a number of Trains canclean the gap between the Flat I-Rail and the Shallow Trenches or Ramps.

At crossroads, building entrances, property exits, etc, even if the FlatI-Rail is overground, Crossing Vehicles 34-13 can use an Up-Ramp 34-11and a Down Ramp 34-12.

MagLev Train can be hidden or half height inside Trenches, especially atcrossroads, which Trenches are covered at least where other vehiclesmust run or cross over them.

An alternative to I-Rail 34-5 is that the top inverted triangle of itscross section which looks like a T, is narrow enough, from left to rightof the T top, even with no horizontal ears for said T. Passenger's Seatrolls above said I-Rail, her legs on sides of the I-Rail, as if sittingon a motorbike, inside the Train. This enables a smaller overall heightfor the Train+Rail, making it easier to run through a Trench or over aSky-Rail, at least at road crossings. At crossings, if no Sky-Rail nor adeep enough Trench to bury the height of both I-Rail and the Train, atleast the top of Rail should be not higher than road surface to enablecrossing vehicles to run over it. The Gap between 34-8 and I-Rail 34-5should be wide enough to allow the lower parts of the Train body, whichhouses Passengers legs and hangs below the road surface, to run through.Said Gap should have a Lid at least at road crossings, which Lid islifted automatically to let the Train cross and then lowered to enablecrossing vehicles to run across and over the I-Rail.

A Tram Anti-Roll

FIG. 35 shows a Tram's 35-18 (Convex) Rail 35-1 fixed onto Road Surface35-2 via screws 35-3 & 4. Conventional digging the Rail into Road ispossible but costlier. Tram Wheel 35-5 runs over and inside the RailChannel 35-6. Claw Rollers 35-7 & 8 Claw under the Rail, and areconnected via Roller Cores 35-9 & 10 and Connecting Rods 35-11 & 12 toWheel Axis 35-13. Top Rollers 35-14 & 15 run above the Rail, preferablybehind the Wheel, to prevent Rail Friction with Roller Cores. Ramps35-16 & 17 protect the Rail when run over by Crossing Traffic,especially at crossroads, entries and exits along the track, etc.Anti-Roll Claws need not be connected to every wheel, but one or two oneach side, preferably at front and end extremes of each Tram Car orWagon should suffice.

Anti Roll allows said Rails to be more liberally built and laid on theroad. Conventionally, the Rails should be very level with their parallelto avoid roll over, requiring substantial rail foundations that do notsink over time, or slow running Trams. Using above Anti-Roll, Rails canbe laid over the road and no chance of roll over even if Rails are orbecome imbalanced.

Variation of said concepts are possible. The essential concept is Thatthe Vehicle, in this case the Tram is slidably Clawing or Clinging to aFixed Rail or Railing along its Lane or Tack, to prevent Roll Over onits side. Also that said Anti Roll Structures should Allow and Withstandother vehicles to Run them Over. For example, Top Rollers are notessential, as Claw Rollers can be directly connected to the Wheel Axis.Connecting Rods can be connected to some other part of the Tram too. OneClaw Roller, especially the one towards the outer side of the wheel isenough, if made sturdy.

Hydrogen Fuel Cartridge (HFC)

NV Car should be preferably eco friendly. Typically used for local orlast mile, rechargeable batterie(s) are preferred. For faster and orlarger ones, and or longer trips, more batteries can be added, incartridge form. Same concepts can be used for other liquified gaseousand liquid fuels.

Same concepts are applicable for general use, other than for NV Cars.

Hydrogen for Fuel Cell and Combustion is stuck in DistributionInfrastructure catch 22.

This application introduces HIFC, which in its optimal form is:

-   -   Fillable at Hydrogen Production Plant,    -   Portable by vans, trucks, trains and or etc to existing gas        stations, shops and even homes,    -   Liftable, when full, by most drivers, say below 10 kg filled,    -   Standardized in shape and function, to be returned when emptied,        and refilled,    -   Sturdy to withstand use, some abuse and potential accidents and        drops,    -   Strong to withstand gas pressure inside,    -   Optimal in shape, not wasting space in the car, unlike spherical        and cylindrical ones,    -   Holds optimal amount gas per unit weight and volume, using thin        light material and structure,    -   Capable of use in multiples, many can be added together, and    -   Easy to Install on and Remove from a car.

To save space, HFC FIG. 36-1 better have a Rectangular Cubic shape. Butgas pressure will push its Sides outward, unless they are very strong,which usually means thick and heavy.

One technique for making a light but strong Side or Casing for apressurised gas container such as HFC, is to use light and thin sheetsof material, say steel, and weld or adhere Walls almost perpendicular toand across most or all of its inner surface (towards inside of the HFC),creating a Wafer looking Sheet. Wafer Walls can be almost parallellengthwise and or widthwise, can form triangles, squares, rectangles,stars, hexagons, etc.

FIG. 36 shows a number of such Wafer Walls 36-2 & 3 & 4, glued tovertically on HFC Inner Sides of Fuel Container 36-17. To avoid makingFIG. 36 busy and confusing, only a few scattered Wafer Walls are shown,but such Walls better cover all of the inner Sides. Wafer Walls can bethin not to use up HFC capacity.

One Technique to counter gas pressure is to connect opposing Sides bynon-stretch Cables and or Strips. Examples (a) 36-5 connecting points36-10,11,12 on the Right Side 36-13,14 on the Left Side, (b) Cables36-7,8,9 connecting the top of a Wafer Wall on the Right Side to threedistinct points on the Left Side, (c) Strip 36-9 connecting the WaferWalls) 36-4 on the Bottom Side to point 36-15 on the Inner Top Side. Toavoid confusion and clutter, only a few are shown, but Cables and Stripsbetter connect numerous points of opposing Side, including Back (hiddenin FIG. 36) and Front (shown open for illustration).

To reduce denting and piercing the HFC Inner Container 36-17, a Rubber,Dense Foam or similar Shield 36-16, under about 10 or even under 5 mmthick, covers almost all of the Outside of said Fuel Container, andbetter be thicker and or more flexible at and near the Container Bottom,to protect against falls.

To protect against external strikes that may bend said Shield and dentthe Container, Thin (say below about 2 or even under 1 mm thick) RigidPlate(s) 36-18 are added to the Exterior, thus strikes are spread outacross the Shield, loosing denting force. Some of said Exterior Platesform a Bottom Bowl 36-18, better be stronger to protect against falls.

Said External Plates better be in Segments, meeting along Seams(s) 36-20which better be wavelike, to prevent easy bending inward of said Platesalong said Seams. For more such resistance, rigid Bands 36-21,22,23,24can be placed under Plates along said Seams.

Studs 36-25,26,27 prevent said Bowl from touching the ground, as aprotective measure. An outer Thin under about 5 mm or even under one mmthick) Skin 36-29, say of Rubber can provide said Plates from damage andscratching. A Fish-net Layer below or within said Skin, made of Kevlaror other Non-Stretch fiber, threads or wires can provide more resistanceagainst inner gas pressure. Fuel Container 36-17 is made of Steel,preferably rust proof, Aluminum or other material. Handle 36-28 helpslifting. All above layers can be thin and light, yet strong.

Discharge Pipe 36-29, enters the Fuel Intake 36-31, preferably in Laymanready Snap-On, Clamp On & Off. Shut Valve 36-30 opens only when saidPipe is secured in said Intake, and is otherwise closed. Refill Cap36-32 is used at a Hydrogen Plant or Distributor, such as a Gas Station,Shop or Home Hydrogen Generator, to fill the HFC. A second Fuel Intake36-33 can receive a second HFC, adjacent to the first HFC. Ditto forthird and more HFCs. Control Valve 36-34 ensures that second HFC gas isreleased only after pressure has dropped in the Car Fuel Line 36-35,which Fuel Line leads to Fuel Cell or Engine. Above Fuel Intake, ShutValve, Cap, Control Valve are known to the skilled.

Each Car should have an HFC Holder for at least one HFC. Emptied HFCsreturned. Filled ones bought.

Head-Roll Prevention

NV Car should preferably go fast, even if used mostly, but notnecessarily for the last mile from a Public Transit Stop to/fromHome/Work. One Preferred Version of NV Car is Short, some 50 cm long forcarrying one standing, or about 90 cm long for one sitting passenger.Braking or hitting an obstacle at high speed can cause them to roll overon its head. Some existing two wheel and even 4-wheel Vehicles are alsoshort, and can use described techniques.

One solution is that at braking, rear breaks are applied a fraction of asecond before front breaks. Since most brakes are servo assisted, thiscan be done by an electronic control that once brakes are applied,activates the rear brakes before the front ones. It can be done bydriver as in bikes.

Another technique is to have one, preferably two Arms attached to theFront of the Car from one a Base end. A Roller is attached to the otherend of each Arm. Said Roller(s) should be preferably Omni-Directional,like those fitted under most swivel chairs. Said Rollers are normallykept close to or within the Car, by retracting said Arms towards theCar. Sensing mechanism, preferably electronics, known to the skilled,sense a pending Head-Roll and trigger said Arm to Swing or Eject andplace said Rollers a distance ahead of the Car and very close to ortouching the road surface, and hold it there firmly without allowingretraction, to prevent Head-Roll.

Said Arms can be Wing Type to Swing or Telescopic to Eject out to placesaid Rollers ahead of the car. Both can be done hydraulically,mechanically, or by other ways. One preferred way is to fire open by anexplosive action as in air bags. Another way of pushing the Rollersahead of the Car is to let the Car to Head-Roll slightly, and Lever theHead-Roll Momentum to Swing or Eject said Arms to place the Rollersahead of the Car. Said controlled or Head-Roll should preferably be bycompressing front springs without the rear of the car being lifted offground. Said Levering can be done in a variety of known ways, eachsuitable to the Car, Arms and Rollers specific designs, and there is nopreset best way.

Swinging or Ejecting can be Sideways, i.e. the Roller moves parallel toroad surface, away from its resting position close to or within the Car,and placed ahead of the Car. A better way is to Swing or Eject the ArmDownwards, to bring the Roller from its resting position down towardsthe road surface, thus the Rollers meet the road even if the Car is partHead-Rolled.

Said Rollers and Arms better be made such that when the car is nottithed forward, but the Rollers are placed where they should be in caseactivated, the Rollers are slightly above road surface, so that it iseasier for them to eject or swing to their most extracted position aheadof the Car.

Said Arms can be the same ones used to prevent Side-Rolls. The Arm isattached close to the Front of the Car. It places said Rollers a distantaway from the Car's Side (say eastward) when sensing Side-Roll, or aheadof the Car (say northward), when sensing Head-Roll or both ahead andaside (say north-east ward) when sensing both concurrently, as it canhappen.

Said Arms should Lock once Swang or Ejected, not to swing or slide backand or sideways and not to let said Rollers to get close to the Car,until they are retracted willfully, manually or automatically.

The Base, where said Arms are attached to the Car better have someSpringing function to allow some acceptable Head-Tilt, after the Rollersare on the road surface, to absorb some momentum rather than throwingthe Car's Driver forward. Known methods exist fitting of said springaction, each suiting particulars of the Car, Arm & Rollers, and nopreset best way.

The Car Side Door's lower edge can be well above ground, say as high asthe seat's sitting surface, allowing many gears such as said Arms to beinstalled to the lower portion of Car's sides, without obstructing saidDoors. Since this may block putting side entry to the to use underneathof the Seat as luggage room, the Seat's sitting surface can be liftable,especially if Seat's lower front is used as a Glovebox, or the Seat canlien entirely on its back and or side legs, leaving its lower frontopen.

Another Head-Roll Prevention is an Air Bag firmly fixed to Outside Frontor the Car. It inflates upon sensing Head-Roll and adds to Car lengthand forms a soft wall in front of the Car preventing such Roll.

FIG. 37—Shows a Short Car 37-1 with a Telescopic Head-Roll Preventor,having a Gun 37-2 fixed to the Car at Pivot 37-3 allowing said Gun tomove up and down. Cars lower side 37-5 prevents the Gun to move towardsthe Car and Harness 37-6 prevents the Arm from moving aside from thecar. Support 37-7 keep the Gun at an angle to keep the Omni-DirectionRoller 37-9 off the road Surface 37-8. Telescopic Arm 37-10 is Ejectedby Explosive 37-11 once pending or actual Head-Roll is sensed by aSensor in the Cars Controls. Thus Roller is placed ahead of the Car andsaid Arm is prevented from sliding back by Spring Blades 37-12 & 13,which allow the Arm to eject but close in afterwards. Contracting Spring37-4, allows some Head-Tilt to smooth Passenger 37-15 forelash. CarsDoor 37-14 opens from above the Gun's Home.

Swing Arm Head-Roll Preventor 37-18, attached to the Car at LockableHinge 37-19 and resting on the Car's outer body, without blockingWindshield 37-24, swings to position 37-20, placing Roller 37-21 inposition 37-22, then said Hinge Locks preventing swing back, StretchSpring 37-25 allows some Head-Tilt.

An Air Bag 37-16 serves as a second Head-Roll Preventor. It can also beused to absorb Crashes with other vehicles, barriers and humans.

Side-Roll Prevention

This section describes Anti Roll Techniques more suited to NV Car, butmost can be applied NV Bus, Train, Tram, also to other types of vehicless.a Cars, Vans, Trucks, etc, useful in narrow and or short vehicles.

NV Car should preferably go fast, even if used typically, for the lastmile to/from a Public Transit Stop. One Preferred Version of NV Car isOne Passenger or about 60 cm wide, for a number of advantages described.A Sought Advantage is that “A lane half the width of a conventionalstreet Lane will suffice”.

If Side-Rolling is considered occasional and or accidental, say if theCar is above 150 cm wide, Techniques for Head-Roll Prevention can beapplied, modified for Side-Roll Prevention. Side-Roll Preventing, for aNarrow Car is typically a constant task.

Rolling Preventors better be activated by the Car Automatic Controls,only after a pre-programmed threshold of centrifugal force, tilting orpending Roll Over is sensed by the Sensor, so that minor tilting doesnot activate them.

Both Side and Head Anti-Rolls can be manually applied too. Also they canhave manual Over-ride. They can be applied by default and retracted asnecessary.

A prior art way of stablising a narrow car is to use hydraulics to liftthe side which is tilting down. This is expensive to make and maintain,heavy and fuel hungry as hydraulics are used constantly.

One Anti Side-Roll uses a heavy Weight attached to the Car and movedmechanically, hydraulically, electronically or otherwise to the sideabout to lift, as sensed by a Sensor. This adds to cars weight, size andconsumption, but has the Advantage of not adding to cars width or thewidth of the lane it uses, so that a lane half as wide as a conventionalstreet lane will suffice for such Car.

A good Anti Side-Roll is a Roller Wing, such as the one in FIG. 20-12which can Swing away from the Car, Hydraulically (preferred),mechanically, electro-mechanically or otherwise, as known to theskilled. Wing Angle with the car is widened when more pending tilt issensed and vice versa.

Another is a Telescopic Arm, as in Anti Head-Roll (FIG. 37), but its Armextrude off Car's Side. It uses hydraulic, mechanical orelectro-mechanical means (not explosives) to extrude and retract the Armout and into its Gun. It can be sturdier than the Wing version, butcannot change its angle with the Car, unless extra gear is added toswivel its Gun to the desired angle with the Car.

Anti-Roll Swing Wings and Telescopic Arms are light and simple, can foldclose to the Car when not needed. Since their (preferablyOmni-Directional Rollers FIG. 20-13 and FIG. 37-9) need not liftanything and must only counter frictional forces, they do not consumemuch power.

FIG. 38—Side-Roll Prevention by Driver Tilting

This techniques enables an NV Car Driver to do what a cyclist does tostabilize the Car, avoid side rolling. NV Car 38A-1 affixed to Chassie38-3 via pivot 38A-2 and stabilized by Springs 38A-4 & 5. Swing WingSide-Roll Preventor 38A-6 is Folded close the Car, so is Manual SwingLeg Side-Roll Preventors 38A-8, attached to the car via the Hinge38A-10, opposite Leg 38-9. Driver 38A-11 is sitting vertical.

FIG. 38B shows the Driver Tilting, Swing Wing is Swang away from the Carto prevent real or perceived over tilting. Driver manually holds theSwing Leg at proper angle to Prevent real or perceived over tilting, asa cyclist leg. Swing Wing and Leg are not essential, none, one or bothcan be used.

Anti-Roll Wheels

Note: A Wheel has (a) Suspension (b) Steering (c) Power (d) Brakesattached. All should be extendable.

A preferred Anti Side-Roll Technique is to make the Car's wheel moveaway and towards the Car, using similar techniques as those used forSwing Wing or Telescopic Arm Rollers. Wheels that are not connected toTransmission are simpler to do, as their electrical cable can have slacklength and their brake hydraulic tubes can be at least partiallyflexible with slack length, thus can elongate to allow the Wheel to moveaway from the Car.

Wheels connected to transmission (Power Wheels) can be one or two, infront or in back of the Car. Remaining or Powerless Wheels, to acting asAnti-Roll should be at least two, one for each side of the Car. If theEngine is in front of the car, rear Power Wheels better be in front,vice versa to simplify transmission.

Telescopic Anti-Roll Wheels are connected to one end of a TelescopicArm, the other end of which are moves slidingly inside a Telescopic Gun,which Gun is fixed to the Car. Hydraulic, electro-mechanical ormechanical means connected to the Arm slide it in and out of the Gun,extending the Telescopes length and moving the Wheel away from the Car.Reverse action moves the Wheel closer to the Car. Movement is controlledby Car Controls, subject to degree of Tilt, pending Roll-Over orCentrifugal force registered by a Sensor. Tilt Sensors based onGyroscopes and their electronic equivalents are available and used inSegways, Wii Game Devices, etc.

Swing Wing Anti-Roll Wheels are connected to one end of a Wing, theother end of which Wing is connected pivotably to the Car. Swinging saidWing away and towards the Car brings the Wheels away and towards theCar. Wings can be Telescopic as well, mentioned for completeness.

Anti-Roll Wheels can move away from the Car sideways (say east or west)to prevent Side Rolling, or forward (say north) to prevent Head-Rollingor both, say north east & west to prevent both. Anti-Roll Wheel Coversshould be detached from the Car, attached to the Wheel Supports to bemovable.

For simplicity, Anti-Roll Wheels better not be the Steering Wheels. SoFront Wheel Drive (a preferred choice regardless of Anti-Roll) and RearAnti-Roll Wheels work fine.

It is not essential nor worth the extra costs, weight and complexity tomake Power Wheels also perform Anti-Roll functions. But if so desired,say when the Car must be All Wheel Drive, above techniques can bemodified. One way is to use a drive system that runs each Wheelindependently, such as many Electronic Vehicles that have a smallElectromotor for each Power Wheel. Then so long as Electrical cables orother connectors from the Car Power Source, say Batteries to Anti-RollPower Wheel are Extendible (say coiled with slack length), said Wheelcan move away from the Car. Anti-Roll Wings can also transmit electricalpower to Wheels.

If Power is mechanically transmitted to the Wheel, typically PropellerShaft from Gearbox to the Wheel, said Shaft can be made Telescopic. TheGun can rotate by transmitted power, rotating the Arm to rotate theWheel, which Arm cannot revolve inside the Gun. Or, power can beconnected to the Arm directly.

Shaft Rotation can be transmitted to a Universal Joint (Swingable) onAnti-Roll Wing Base, then to Wheel.

All shafts connecting Steering to a Wheel can be made Telescopic orotherwise Extendable, but complexity of connecting Power and Anti-Rollto a Steering Wheel is not justified nor needed, as alternatives arefine.

NV Hydraulic Power Transmission (FIG. 39)

Hydraulic Transmission is one preferred way of distributing power,providing many benefits. It can be applied to all kinds of powersources, be it combustion, electro-motor, etc, and to all types ofvehicles. It uses compressed liquid (typically oil) or gas (typicallyair) to distribute power. We use Oil for describing to represent allsuitable fluids.

In FIG. 39 (schematic only) 39-1 is an Oil Collector, feeding Oil toPump 39-2, powered by Engine 39-3, which Pump compressing Oil in Tank39-4. High Pressure Oil (HPO) is directed via Pipe 39-5 to 39-19,divided into 39-7 which in turn divides it into 39-20 heading to frontright wheel, 39-21 to rear right wheel. Pipe 39-6 is divided into 39-23heading to front left wheel and 39-8 heading to Rear Left Wheel. Pipe39-8 is divided to Pipes 39-9-10 & 11 heading to Hydraulic Gears(Turbines) 39-12 (Speed), 39-13 (Load) & 39-14 (Reverse)) respectively.Reverse Gear can be either a reverse action gear that converts frontthrust to reverse motion or that Pipe 39-11 is directed to a positionaround it that causes reverse movement, as compared to other gears. Inthe latter case, Load Gear 39-13 can also act as Reverse by Pipe 39-11entering its thrust at a location almost opposite of where Pipe 39-10hits it, and Gear 39-14 would not be necessary. HPO causes Wheel 39-15to spin, then flows to Pipe 39-16, then back to Collector 39-1 via Pipe39-17. Ditto for other wheels. Each of above Pipes has a Valve thatopens and closes it to various degrees, as directed by Driver orAutomatics.

Gears can be placed off the wheels, transmitting spin to them via driveshafts. Gears can be in one box, even coupled with an automatic gearshift, before their power is transmitted to the wheels.

To Speed Up, 39-5&19 are opened more, 39-18 is closed, Reverse 39-11 isclosed. At low speeds, 39-9 is closed but 39-10 is open. For highspeeds, 39-10 is closed & 39-9 is opened. There can be more gears. ForReverse, 39-9 & 10 are closed, 39-11 is opened. To reduce speed,restrict 39-5 &19.

To Brake, open 39-18, so HPO is directed against forward movement, andas long as forward momentum or thrust in 39-16 is higher than in 39-18,pressure is transferred to the Tank 39-4. So Braking does not wasteenergy into heat, as in friction brakes, but recycles energy. No brakepad or disk wear either.

To Steer Left, 39-6 (or just 39-8) is closed slightly plus if necessary,some Braking, as in normal driving. Thus left side of NV is slowed down.This means less friction for left wheels as they turn. Ditto for rightturn.

To distribute more power to rear wheels, as in some cars, Pipes 39-20 &23 are restricted more while 39-8 & 21 are opened more.

All Valves can be in one Control Box, as all Pipes can have one tail insaid Control, in which tail their Valve is placed. Valves can becontrolled manually, semi manually or automatically. Valve Closing andOpening need not be complete nor sudden, but can be partial and orgradual. Since PHO is available, said controls can also be powered byit. Said Valves are typically cutting off PHO flow by being inserted inand out of the flow Pipe, at almost right angle to the flow, by screw orpush, not moving against the direction of flow. Thus they use littleenergy.

Sensors can monitor each wheels speed and adjust it as necessary,depending on the situation, by said hydraulic Controls. Each wheel canhave an auxiliary friction brake activated automatically, to adjust therelative speed of some wheels according to the situation, just in casehydraulics have not acted quickly enough. For example, when sensorsdetect that a number of wheels are faster than they should be, buthydraulic brakes will take some fraction of second to be transmitted tosaid wheel, a temporary brake can be applied. This may become necessaryon ice when some wheels turn faster.

Hydraulic Brake Valves can be installed closer to the Wheels for fasterresponse, in addition or instead of those in the Hydraulic Control Box.All Valves can be prompted and or moved by electrically, mechanically orelectromechanically. Using same principles, other maneuvers arepossible. For example, if rear brakes must apply before front brakes toprevent head rolls or vice versa to prevent skidding.

Since PHO is available, NVs power seats, windows, locks, etc, can bemade hydraulic. One, two or more Jacks can be attached beneath NV tolift one wheel, one side or all of the car, for repairs or otherpurposes. Also for pick-ups and other cargo vehicles, Loading &Unloading Jack becomes easier to add.

Hydraulic Transmission eliminates bulky, mechanical, verticalDifferential, which is the cause of many problems, such as trucks havingtheir load platforms so high above the road. No Differential can reduceNV Height, or increase capacity of a Car or Truck without increasingtheir height. Hydraulic Transmission can also eliminate drive shafts,friction brakes, gear boxes, power steering, power brakes, gear box,many electric motors (say for power windows). They also have somereserve power in their Pressure Tank, even after primary fuel has runout. If Compressed Air is used, auxiliary Pressure Tank(s) can beinstalled, especially in Vehicle unused spaces, without adding the extraweight of Oil, only the extra tanks weight.

If Air is used as the Pressurized Fluid, compressed air is available viaExit Valves and Hoses for the car, say to inflate tyres and dusting theengine), garage, home, yard (say to blow leafs), etc. Add a cheap simplewater container with a nuzzle to the end of one of said hoses, hence awater jet with many uses.

Detached Self Propelled Trailer:

NV Car (NVC) is typically, but not necessarily, small and made for shortdistances. But as described, some versions of it can travel fast andlong distances, and or carry loads via a small preferably foldabletrailer. Since it can do all that, may people may not have a separatecar. To add utility to NVC, say to eliminate the need for another car,we have described features such as Family NVC. This section adds morefeatures. Detached Self Propelled Trailer (DSPT) is a Trailer withPropelling Means, just as a complete Vehicle. In addition it has aRemotely Controlled Driver, which can be controlled by a Driver in anControl NVC or other Control Vehicle. Remote Control can be directedfrom a far distance too, using GPS or similar means to establish itslocation, cameras to show its surrounding, etc. DSPT can also be used inconjunction with vehicles other than NVC.

DSPT can be for Cargo, say a Flatbed, Container or Truck, a RecreationalVehicle, another NVC, a Car, other Vehicle, etc. A typical use is an RVfor fun or a motorized open or covered Flatbed for Cargo. NVC or otherControl Vehicle has a Remote Controller, communicating with DSPT Driverby Cable or preferably Wireless. If Cable, it should be extendable, saya coiled cable, to allow the DSPT to get some distant away from theControl NVC.

Typically NVC is driving ahead, trailed by DSPT. Other formations arepossible, but the Control Driver should be able to view the road, evenif via a Camera installed in front of the Trailer, transmitting roadviews. NVC and DSPT are programmed to run and act in tandem, so thatwhen NVC speeds, stops, DSPT follows. Of importance is that DSPT isprogrammed to follow turns after a while behind the NVC (if NVC is infront, ditto for other formations). Said time lag can be calculated fromNVC Speed and distance between NVC & DSPT, which can be monitoredthousands of times per second with todays technology.

Straightening after a turn follows same principles. For backing up, acameras installed behind the Trailer can transmit rear view to ControlDriver, on a screen in NVC.

Automatic Coordinated Driving with the Controlled NVC enables theTrailer to be about a meter behind.

Warnings should be provided to other drivers. For example, Banners andor LED, OLED, LCD and or similar screens can be installed behind theTrailer and or around it, so that certain messages such as Long Vehicleor Remote Controlled Vehicle can be shown for other Vehicles. Suchscreens can be manipulated by Control Driver, say by typing “thank you”to other vehicles who are considerate of the situation.

There can be preferably expandable Panels or Sheets, say of rubber orRopes, connecting say the rear of the NVC to the front of DSPT, eventhough not for pulling the DSPT, but to provide at least the impressionof a United Vehicle, so that other vehicles do not get confused or tryto cut between NVC and DSPT.

Add-on Trailer (Cable or especially Wireless), like many techniquesintroduced here have universal applications. One major problem withhaving a Tow Trailers or RV is that the Horse Vehicle has to bepowerful, well equipped, expensive with high running costs, yet most ofits abilities are used occasionally. This application introduces Controlor Lead Vehicle (instead of Horse), which can be a bicycle, motorbike,car, etc, with Wireless or Cable control of Trailer. Trailer'selectrical connections with Lead Vehicle can be cable, which is loopedor otherwise extendible, but better be wireless so that Trailer can runat longer distances from Lead, if necessary, say when Lead crosses aterrain to test if the Trailer should follow. One Lead can direct manyTrailers. Trailers can run behind or on sides of Lead.

Wireless or Cable communication between passengers in Lead & Trailer(s)is possible by telephone, headphone, even videophone. Many NVC Cars canrun in harmony, carrying a family or group, each in their Personal NVCar, listening or watching their own show, without bothering others,only one person directing.

Wireless control messages between Lead Vehicles and Trailers shouldinclude a Code specifying to which Trailer, identified by a Trailer ID,each segment of message is sent, so that each trailer obeys onlyinstructions meant for that trailer. In particular, at least therearmost Trailer should be instructed manually or automatically, toactivate Brake, Indicator and Reversing Lights, when necessary, whichmay not be necessary for other Trailers or even Lead.

To avoid situations where wireless controlling signals can beinadvertently picked up by other similarly operating lead & trailervehicles, one preferred solution is as above, all vehicles to have aunique ID and said signals are tagged with said ID and not responded toby other vehicles' control mechanisms. Another solution is to reduce therange of or use short range wireless, so that messages reach only theone or few nearest Targets. Another solution is to use DirectionalWireless, such as IrDa, which directs transmission towards the TargetTrailer or Lead by Infra Red, Laser or other direct Beams. The receptorson Target should be large and or numerous enough not to miss a Beam whensender and receiver are misaligned, (say one is turning but the otherhas not yet). Also where possible, Walls (preferably rubber to crumbleif needed, not to add to vehicles effective length for parking orstorage) better be erected around some or all Receptors, at a suitabledistance to reduce leaking or any reflection of the Beam, but receiveall of it. Receptors and their surroundings better be Beam Absorbent,not reflecting. Again better a sufficient short range Beam be used. Whenwireless Beam (Direct) or Short Range Multi-Directional (Radio), evenSonar is used, signal transmission can or should be multi-step, fromsender to a next receiver for onward transmission to the next, until itreaches the target. Even Internet Protocol can be used, where eachreceiver/sender is a node, transmitting to a next, choosing the bestnext depending on route situations, so that even if one node is notfunctioning or busy, another can be used. All above techniques can beused in combinations and permutations too.

Cables between Trailer(s) and Lead Vehicle, can also supply Electricityto one another, especially when Lead Vehicle does not carry much powerstorage. Similarly pipes for Gas or even Liquid Fuel.

Lead Vehicle, say NVC can be loaded on one of the Trailers, and beoffloaded at some destinations. For Example a Recreational Vehicle cancarry a number of NVCs, perhaps one directing it, even if loaded at abay at the back of RV, until a campsite is reached, RV parks, NVCs areused independently.

When there are many Trailers, or Trailer Train driving on a road,certain measures should be taken by road authorities. For example, oncea Trailer Train enters a junction when traffic light is green, lightshould not turn red until the rearmost Trailer has cleared the junction.This can be done by Sonar, Laser, or other surveillance and orauto-vision at the junction, identifying Trailer Trains from Trailerproximity to each other, which can be typically below a meter, much lessthan gap between untangled vehicles, and or by signals sent by theTrailer Train, and similarly detecting when all Train has cleared.

Many of the Concepts introduced for Family NV Car can be applied forDSPT and vice versa.

A Practical Mono-Rail

Mono-Rail here is the type where passenger cabin(s) are suspended from aRailing high above ground. Conventional Mono-Rails take years, evendecades to roll out, because their purpose is to avoid other vehicles,not to be slowed by them nor slow any of them, along the roads and atcrossroads. To achieve this, considering that they are wide, majorinfrastructure works such as road widening, new roads or skyways areneeded.

As disclosed in this application, a vehicle if very narrow and does notsway, it need not rely on any of above. It can use a narrow strip,preferably along the curb, with negligible to no reduction of speed orflow of other vehicles. But the problem of narrow vehicles roll over,especially at high speed, must be addressed, as disclosed before.

At Crossroads, Conventional Mono-Rails use Skyways, so high under whichother vehicles can run. Alternatively they can tunnel under, but beingneither Narrow nor Low, tunnels become a major work.

So as disclosed before, if a Mono-Rail is made Narrow, it will enjoy farless new infrastructure. If it is also Low Profile, it will fit intoshallow and narrow Trenches, especially at crossroads, to avoid and beavoided by other vehicles. Such trenches are take far less time andmoney to construct.

Such Low Profile and Narrow Trains require much simpler and smallerRailings, crossing over a road where needed. Such Railings do not blockview, hence much easier to construct anywhere.

Other Features disclosed here, such as one door per row of seats, speedsloading, unloading and comfort. So using the techniques disclosed here,Mono-Rails can be made much cheaper, closer to curbside and accessible,made in shorter time, with much less resistance form those that live orwork on its path.

A preferred version is one seat wide, one door per row, small say fiverows with frequent auto drive trains. It uses preferably a curbsidestrip of existing roads for cheap and quick roll out, yet no blocking orbeing blocked, and trenches, rather than flyover at crossroads to avoidtraffic lights.

Conventional Trains, Trams, even Buses can do same, provided theyutilise Narrowing, Anti-Roll, No-Sway and other techniques disclosed.

Traffic Solutions

NVTS can be much more efficient if the rest of Traffic has better flow.Stopping and accelerating at a traffic light or sign consumes more time,fuel, brakepads, green credit and driver patience than driving a muchlonger path. Here are some solutions, basically aiming at reducingstops:

-   -   Construction of more Under & Over Passes at cross roads.    -   Using more Low Profile Vehicles, enabling faster, cheaper & less        obstructive Under &/Over Passes. Say below 180 cm height        vehicles enable underpassing 120 cm and say 60 cm high Overpass.    -   Limiting movement of High Profile Vehicles to roads without low        underpasses.    -   Legally and or Physically Blocking Left Turns (for Right Hand        Drive Countries, ditto for LHD), at Cross Roads, at least while        the road is busy, measured by timing and or camera counting of        passing vehicles.    -   Making the roads next to cross roads traffic worthy, so that        cross road left turns move straight, right at next road, then        right at next, then right at next, Looping around the block to        achieve a cross road left turn, much longer by distance, but        more efficient in all factors that matter.    -   More use of Roundabouts, proven to be much better than lights or        stops.    -   Right Turn (say from northward to eastward) to have priority        over west to east traffic, if west to east traffic can choose a        lane other than the one used for right turner. Preferably        erecting a dividing wall between said lanes. This applies also        if northward is closed beyond the crossroad, say at a        T-Junction, where T-Tail approaching T-Head is northward.    -   Vehicles approaching a T-Junctions from T-Tail turning Left or        west onto the T-Heads Center Lane(s), if allowed, to have        priority over those moving east to west, provided there are non        center lanes on east west T-Tail for east west traffic.        Preferably erecting a low wall between said Center and other        Lane(s).    -   Providing Transfer Stations where High Profile Vehicles can        Transfer their load or passengers to Low profile Vehicles, until        current HPVs are phased out.

Private Public Transit (PPT)—(Potential) Features

PPT is a novel intra & inter city transit system, using numerousInventions, solving Problems of Private & Public Conventional TransitSystems (CTS), offer many new features, is fun to ride, for less capital& running costs.

PPT Infrastructure Capital Costs & Time to Build:

-   -   Fraction of costs of Conventional Transit Systems    -   Negligible to Minimal new infrastructure    -   Does not need Subways or Skyways    -   Does not need new roads or road widening    -   Simple Stops using cheap/free locations    -   Incremental Roll Out from a street to a city, country and wider    -   Can be Up in Months, not decades

PPT Operating Cost, Coverage & Speed:

-   -   Cheaper than CTS & Cars per Passenger Mile    -   Less power/fuel consumption than CTS    -   Automatic & Manual Driver Options    -   Can add Rides (Units) without driver costs    -   Can cover back streets    -   Dynamic Scheduling and Routing    -   Frequent Rides, one every few minutes    -   Avoids Traffic Lights, Jams, Blockages, etc.    -   Faster than CTS & often than Cars    -   Eco Friendly in numerous ways    -   Carbon Credit generator

PPT Facilities Per Passenger

-   -   Private Cabin (enabling many features)    -   Cheaper Fares than CTS    -   Much Cheaper than Cars    -   Option to link to other cabins    -   Private Window with Blind Control    -   Individual Heat & Cold Control    -   Scooter Hold    -   Bicycle Rack    -   Extendable Luggage Room    -   Wheelchair Space    -   Bed for Commuters    -   Programmable Destination Alarm    -   Desk    -   Power Jack & Broadband Jack    -   Computer & Games    -   Simple s.a. Elastic Gym Tools    -   Driveless Work, Rest, Play, Exercise in Transit

Some Grudges Against Public Transit, Solved by PPT:

Most are consciously subconsciously noticed by users, but are assumedunavoidable. (Some potential capabilities. Exact features depend onoptions versions chosen).

PPT Stops:

-   -   No long walk from stop to home/work    -   No long walk from waiting room to Ride    -   No loss of any scooter used for last mile    -   No underground, damp, dirty atmosphere    -   No long, (sometimes icy) entry/exit stairs    -   No escalators    -   No haven for suspect strangers

PPT Effect on Other Vehicles & Streets:

-   -   No depriving other vehicles from a prime lane, unlike bus lanes    -   No stopping of other vehicles (unlike trams)    -   No stopping at junctions or lights    -   No slowing down by/for other vehicles    -   No noisy, polluting road behemoth    -   No eyesore overhead cables    -   No street car (tram) like metal rattle

PPT Ride (Vehicle)—Entry, Seating & Exit:

-   -   No waiting for many to disembark a Ride    -   No waiting for others to embark a Ride    -   No climbing up and down to get on board    -   No waiting for on board ticket vending    -   No stairs to second deck    -   No standing along Ride's Isle    -   No Isle walk/struggle/clash to a Seat or Exit    -   No letting others to reach or leave a Seat    -   No lap crushing to reach or leave a window Seat    -   No suitcase handling nightmare

PPT Privacy

-   -   No unwanted company    -   No sitting or standing beside a weird stranger    -   No strange's stare, music or noise    -   No unpleasant odor or smoke    -   No other peoples kids    -   No strangers rubbing, pinching, fingering    -   No Driving, yet privacy, speed & comfort

Some Important Features of Private Public Transit (PPT):

-   -   Does not require new roads to be constructed    -   Does not rely on widening of existing roads    -   Does not rely on Subways    -   Does not rely on Skyways    -   Does not require long walks to/from home, and can cover back        streets    -   Does not noticeably reduce roads capacity for existing vehicles,        unlike other vehicles and bus lanes    -   Does not noticeably reduce speed and flow of existing vehicles,        (unlike other vehicles or bus lanes)    -   Does not have to stop or slow at traffic jams, behind other        cars, traffic lights    -   Requires negligible to minimal Infrastructure, depending on        version and/or options chosen    -   Roll out can be at a fraction of time and cost of Subways and        Skyways, even Trams    -   Is far safer than CPT for Passengers in the Station, in the Ride        and People on the Road    -   Can incorporate features to reduce preference of automobile over        Conventional Public Transit    -   Can provide one or more private cabins per passenger    -   Thus enable many features not possible in conventional public        transit (CPT)    -   Increases capacity of roads and speed of existing vehicles by        absorbing much of said traffic load    -   Cost per Km per Passenger depends on chosen options and version    -   But its simplicity, light weight and other features all reduce        cost below CPT

NVTS Some Indirect Health & Safety Features (in Addition to ExploredSafety Inside NV and Stops):

-   -   dedicated lane substantially reduces crash with other vehicles        and pedestrians    -   narrow, insignificant lane reduces need or urge by pedestrians        or other vehicles to use said lane    -   no sway increases predictability of NV direction resulting in        better avoidance of collisions    -   low height and narrow body increases visibility for pedestrians        and other vehicles    -   small NVs are less dangerous, when hitting a pedestrians or        other vehicles    -   fewer private cars, less road stress, less time on the roads,        etc, all increase safety    -   more use of NVTS, more auto driven NVs, more . . . all increase        safety    -   more efficient NVTS, less fuel, less stress, less transit time        adding to sports time, etc, increase health    -   NV Cabin exercise tools, drive free time, sleep option, . . . ,        all increase health

Cargo Ways Features:

Cargoway use the techniques described for passenger transit to movecargo. Most described features have their equivalent in CargoWays. Noneed to recompare for the skilled. Cargo can often be broken intosmaller parcels to fit into Lower height, width and length Containers orCargo NV than a person can. Thus many features are more prominent inCargoways. In particular, CargoWay Trenches can have a smaller profilethan a large utility pipe. There is more freedom in their profile, saycan be triangular to run along the angle between street walls andsidewalk, above ground, &/occupy the unused margin of sidewalk.CargoWays can substantially reduce need for vans, pick ups, trucks andmulti stage transit.

CargoWay can also reduce drivers and costs, using auto drive containers.Todays Auto Drive technology is not advanced for open roads, but issufficient for dedicated lanes, tracks and trenches.

Supporting Brief for Some Claims:

Some of the novel features of techniques introduced in this applicationare summarized below:

1—A transit system having a number of lane(s) and or track(s) alongroad(s), within which lanes a number of vehicles run, where:

-   -   said vehicles have means to prevent roll over on their side,    -   said means use claws or hooks that slidingly grab or hook to at        least one rail or railing stretched along said lane, or    -   said means use magnets gliding above a steel strip(s) or band(s)        doped with iron or other magnet attracting material, which strip        and band are laid along the surface of said lane, pulling said        vehicle towards the road, at least when potential roll over is        sensed by a control mechanism on said vehicle,    -   or said means use a wall on at least one side of said vehicles        on and along said lane/track,    -   said lane and anti roll means have means and structures to allow        being run over by other vehicles, at least at locations where        said lane must be crossed by other vehicles,    -   which crossing vehicles run over at least some of the structures        along said lane as they cross over, as opposed to flying over        said means or structures,    -   said lane and anti roll means have means and structures to        withstand being run over by other vehicles, at least at        locations where said lane must be crossed by other vehicles,    -   said locations include at least a number of crossroads, traffic        entrances and exits along said lane.        2—A vehicle running along a lane, independently of imposing its        weight onto any rail, where:    -   said vehicle has means to prevent it from roll over on its side,    -   said means use claws or hooks with roller fingers that slidingly        grab or hook to at least one rail or railing stretched along        said lane, or    -   said means use magnets gliding above a steel strip(s) or band(s)        doped with iron or other magnet attracting material, which strip        and band are laid along the surface of said lane, pulling said        vehicle towards the road, at least when potential roll over is        sensed by a control mechanism on said vehicle,    -   or said means use a wall on at least one side of said vehicles        on and along said lane/track,    -   said lane and anti roll means have means and structures to allow        and withstand being run over by other vehicles, at least at        locations where said lane must be crossed by other vehicles, and    -   said locations include at least a number of crossroads, traffic        entrances and exits along said lane.        3—A tram or a train vehicle, running along a lane or track, on        two rails bearing its weight, where:    -   said vehicle has means to prevent it from roll over on its side,    -   said means use claws or hooks with roller fingers that slidingly        grab or hook to at least one rail or railing stretched along        said lane, or    -   said means use magnets gliding above a steel strip(s) or band(s)        doped with iron or other magnet attracting material, which strip        and band are laid along the surface of said lane, pulling said        vehicle towards the road, at least when potential roll over is        sensed by a control mechanism on said vehicle,    -   or said means use a wall on at least one side of said vehicles        on and along said lane/track,    -   said lane, weight bearing rails and anti roll means have means        and structures to allow and withstand being run over by other        vehicles, at least at locations where said lane must be crossed        by other vehicles, and    -   said locations include at least a number of crossroads, traffic        entrances and exits along said lane.        4—A Train, running on weight bearing rails, which rails have an        I cross section, where:    -   said vehicle has means to prevent it from roll over on its side,    -   said means use claws or hooks with roller fingers that slidingly        grab or hook to the underside of the top portion of said rail.        5—A magnetic levitating train vehicle, running on a rail, where:    -   said rail has means and structures to allow and withstand being        run over by other vehicles, at least at locations where it must        be crossed by other vehicles, and    -   said locations include at least a number of crossroads, traffic        entrances and exits along said lane.        6—above 5 where said train uses rollers instead of repultion for        weight support, anti-roll and or propelling.        7—A vehicle running along a lane in a direction on a public        transit road, independently of imposing its weight onto any        rail, wherein:    -   said vehicle has means to reduce the sway allowance in the width        of said lane to below a desired span along said direction,    -   said road has means to assist said anti sway functions,    -   both said means achieve said functions independently of any        human driver,    -   said road means have means and structures to allow being run        over, at least at locations where said lane must be crossed by        other vehicles,    -   said road means have means and structures to protect them from        damage when run over, at least at locations where said lane must        be crossed by other vehicles,    -   said span is below about 30 cm.        8—A public transit system having a number of lane(s) and or        track(s) along road(s), within which lanes a number of vehicles        run, where:    -   said vehicles capable of not rolling over on their side, even at        speeds above about 30 kmh,    -   said lanes and structures within them are capable and have means        to allow being run over by other vehicles, at least at locations        where said lane must be crossed by other vehicles,    -   said lane and anti roll means have means and structures to        withstand being run over by other vehicles, at least at        locations where said lane must be crossed by other vehicles,    -   which crossing vehicles run over at least some of the structures        along said lane as they cross over, as opposed to flying over        said means or structures,    -   said locations include at least a number of crossroads, traffic        entrances and exits along said lane, and    -   said vehicles are below about 150 cm wide.        9—Above plus enough doors along its length and enough isles        along the width of said vehicle to enable each passenger to        reach a seat inside and exit said vehicle without need for any        isle along vehicle length.        10—Above plus vehicles are below about 150 cm wide.        11—Above where said vehicle is below about 110 cm wide.        12—Above where said vehicle is below about 70 cm wide.        13—Above with one exit and entry door per passenger.        14—Above where the vehicle height is below about 120 cm.        15—Above where said vehicle runs inside a trench, at least along        a number of locations where its lane needs to be crossed over,        which trenches are covered, at least along a said locations.        16—Above where said vehicle runs substantially close to the        outer limit of the road or close to said limit lanes for most        locations where some of its body or of the structures on its        lane are above the road surface and block other vehicles.        28—above 1 where said vehicles are chosen from a list vehicle        types chosen from following:    -   those running independent of any rails to carry their weight,        including buses,    -   trains running on two parallel rails which rails are raised        above the road,    -   trams or street cars running on two parallel rails, which rails        are dented onto the road,    -   maglevs running on a single rail, propelled, supported for        weight and protected from roll over typically by magnetic        repultion, and or by rollers, and    -   private vehicles.

1. A transit system having a number of public roads for vehicles totransport loads such as goods and or passengers, where: at least some ofsaid vehicles referred to here as narrow vehicles or NV(s), are chosenfrom a set having (a) those with tires running on the road surface offany load bearing rails, including at least cars, buses and trucks, and(b) those with wheels running inside channels on the road surface as inmost streetcars; at least one non load bearing rail fixed to said roadalong at least some of said NVs path; at least one grabbing mechanismattached to the body of said NVs; said grabbing mechanism grabbing oneof said rails to prevent NV roll over; said mechanism has rollers heldclose to said rail and free to roll when grabbing said rail; and saidrail has a letter I-beam cross section, vertically installed along theroad, similar to a typical railway beam, said rollers are posed toremain close to or roll over the underside of the top horizontal sectionof said rail but off the vertical section of the beam, and means toprevent damage to said rail at required locations, enabling othervehicles to run over said rail; whereby said narrow vehicles can run atdesired speed without roll over, said grabbing also limits swaying ofsaid tire borne NVs, and said channel borne NVs, some known asstreetcars, can use less balanced hence cheaper channels.
 2. Claim 1where those of said NVs that carry passengers, have less than threeseats per row, facing the direction of NV travel or the opposite, saidNV is so narrow that two seats in same row occupies most of its widthand those of said NVs that carry goods only are substantially the samewidth as said passengers versions.
 3. Claim 1 where those of said NVsthat carry passengers, have less than two seats per row, facing thedirection of NV travel or the opposite, said NV is so narrow that oneseat in a row occupies most of its width and those of said NVs thatcarry goods only are substantially the same width as said passengerversions.
 4. Claim 1 where on at least part of at least some of saidroads, all NVs are tire borne, whereby no channels are needed and theonly infrastructure added to the road is said anti roll rail.
 5. Claim 1where said NV path is adjacent to a curb or side walk of said road. 6.Claim 1 where at least some of said roads have more than one lane andthe path of said NVs is between two neighbouring lanes, vacating theinterior of at least one of said neighbouring lanes for vehicles otherthan NVs.
 7. Claim 1 where at least part of at least some of said NVshave a flatbed structure to receive and transport carriers that carrysaid loads from and to any stop at which said NVs load or unload. 8.Claim 7 where at least some of said carriers have means to drive boththe front and rear of the vehicle simultaneously sideways, whereby theycan drive onto said flatbeds without back and forth movement.
 9. Claim 7where at least some of said flatbeds have trays, each tray with means toposition said tray for one of said carriers to drive onto the tray andto reposition same tray to fit in said NV, whereby a carrier longer thanNV width can move on and off a tray to enter and exit the NV.
 10. Claim1 where at least some NV's have at least two passenger entry and exitaccess for each row of seats, each access at a different side of saidNV.
 11. Claim 1 with at least one trench like tunnel at a cross road viawhich said NVs run, said tunnel are laid with their bottoms no higherthan road surface, said road is ramped up to over said tunnels, whichramps direct and enable some traffic to cross over the tunnel.
 12. Claim1 with at least one bridge over a crossroad along the path of at leastsome NVs via which said NVs can avoid stopping at said crossroads. 13.Claim 1 where at least some NV's have passenger seats shaped to seat apassenger tilted lower than upright sitting, even stretched sleeping,whereby said tunnel's height can be reduced, said ramps can be low rise,bottom of at least some of said tunnels can be above and avoid selectedunderground utility pipes, and or said said tunnels need not be dug intothe road but on the road surface.
 14. Claim 1 where at least some NVshave passenger seats with means to raise at least some of said seats forany passenger to sit on or leave said seats when entry and exit andmeans for lowering said seats.
 15. Claim 1 where at least some of theNVs have dividers between at least some of adjacent seats, creatingcabins, each cabin for one or more passengers.
 16. Claim 15 where saiddividers are removable to merge cabins, whereby a longer cabin is formedwhich can hold reclining seat for sleeping.
 17. Claim 1 where said antiroll rails have means to protect them from damage of being run over byvehicles, one such means is a wedge or ramp on at least on side of atleast some sections of the rail that are likely to be run over, whichramps rising higher than the top of the I-beam.
 18. Claim 1 where a wallis effected along at least one side of at least some sections of said NVpaths.
 19. Claim 1 where at least some sections of at least some NVpaths have means to feed power to NVs.
 20. Claim 1 where at least someNVs have load entry and or exits on both sides of NV width.